Historic Highways in the NMDot system

by Laurel T. Wallace New Mexico Department of Transportation (NMDOT) Environmental Section 1120 Cerrillos Road P.O. Box 1149, Room 213 Santa Fe, NM 87504-1149 NMDOT Technical Series 2004-1 October 2004 Frontspiece: at left, “Cimarron Canyon”, from 1935-1936 Biennial Report of the State Highway Engineer of the State of New Mexico (Conroy 1935-1936:3); at right, “The Interchange on Interstate 40 where it rejoins US 66 near Laguna”, from the 1959 Annual Report of the Chief Highway Engineer (Dixon 1959:44).

Administrative summary The New Mexico Department of Transportation (NMDOT) has completed this study to help identify historic, professionally designed roads still in use in the New Mexico state highway system. The purpose of this study is to provide guidance on the process of recording historic highways as part of a Cultural Resource Inventory or stand-alone report. This report includes a general historical context for New Mexico highways, the methodology used for determining potentially eligible state highways to the National Register of Historic Places, and discussion of the past history of New Mexico highways as support in determining if a road is eligible for inclusion to the National Register of Historic Places. All research used official highway documents, such as the New Mexico State Highway Engineer reports and official state highway maps from past years, available at several libraries across the state. These documents form the foundation of the historical context research, and are considered the basic building blocks for all historic road research on NMDOT properties. This report serves as an example for the kind of research that can be gleaned from these records. We encourage all scholars who research historic highways in New Mexico to contact the Cultural Resources Coordinator at the New Mexico Department of Transportation, for further assistance with research questions.

Figure 1: La Bajada Hill alignment in 1917 (Root 1952:37)

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Table of Contents

Administrative Summary……………………………………………………... Introduction………………………………………………………….………...

The History of New Mexico Highways……………………………………….

Territorial Period……………………………………………………... 1912 to 1919…………………………………………………………..

1920 to 1929………………………………………………………….. 1930 to 1939………………………………………………………….. 1940 to 1949………………………………………………………….. 1950 to 1959…………………………………………………………..

Identifying Historic Highways: Methodology……………………….……….. Criteria for Eligibility………………………………………………… Periods of Significance……………………………………..………………… Conclusions…………………………………………………………………… Appendix A: NMDOT Photograph Album…………………………………… Appendix B: Events in New Mexico and U.S. Highway Development……… Appendix C: Step-by-Step Guide on Historic Road Research in New Mexico.

Appendix D: Modern Road Designations and their Past History…………….. Appendix E: Historic Highway Descriptions………………………………… Appendix F: Historic Road Research Example………………………………. Appendix G: Historic Highway Maps………………………………………...

Referenced Cited……………………………………………………………... Figures: Figure 1: La Bajada Hill alignment in 1917………………..……………….…………. Figure 2: The “Big Cut” …………………………..………………………….……….. Figure 3: Community labor from nearby Cochiti Pueblo for La Bajada Hill ………… Figure 4: La Bajada Hill c. 1917…………………….………………………………… Figure 5: James A. French ……………………………………………………………. Figure 6: Use of a railroad bed for creating NM 6……………………………………. Figure 7: Horse drawn drag …………………………………………………………. Figure 8: Early gravel truck ….…………………..…………………………………… Figure 9: Spreading gravel ………………………………………………………….... Figure 10: Early concrete road ……………………………………………………….. Figure 11: Oiled highway on US 85………………….……………………………….. Figure 12: Early gravel surfacing …………………………………………………….. Figure 13: Concrete pavement ……………………………………………………….. Figure 14: Flood at Anthony………………………………………………………….. Figure 15: Depression-era road construction…………………………………………. Figure 16: Winter maintenance work along US 64 ………………………………….. Figure 17: Governor Seligman traveling the completed El Camino Real Highway, in 1932………………………………………………………………

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Figure 18: The New Mexico Motor Patrol ……………….…………………………… Figure 19: Works Program project on NM 18, between Eunice and Jal, Lea County …………………………….………………………………………….. Figure 20: Works Program project in Albuquerque …………………………………... Figure 21: Works Program railroad overpass, Quay County……….…………………. Figure 22: Works Program project for a road overpass……………………………….. Figure 23: Tourist Bureau advertisement c. 1935-1936………..……………………… Figure 24: Highway between Hillsboro and Silver City………………………………. Figure 25: El Camino Real Highway, NM 1/US 85, in 1945…………………………. Figure 26: Road work on El Camino Real highway, 1945……………………………. Figure 27: Dirt roads were graded not graveled, in WWII era………………………… Figure 28: Historic marker in 1945……………………………………………………. Figure 29: Farm-to-market road, post WWII………………………………………….. Figure 30: Tucumcari urban project, post WWII……………………………………… Figure 31: Las Vegas urban project, early 1950s……………………………………… Figure 32: Route 66 east of Albuquerque……………..………………………………. Figure 33: Early 1950s road construction………………………………….………….. Figure 34: Focus on rural roads in 1950s……………………………………………… Figure 35: Route 66 east of Gallup, early 1950s………………………………………. Figure 36: A familiar sign still seen today…………………………………………….. Figure 37: NMDOT Neg#1680-4. View west towards Gallup, NM. Route

66 at base of cliff face. November 15, 1948………………………………….. Figure 38: NMDOT NEG#1698-9. “Mr. John A. Kennedy’s car”. Route 66

at west end of Albuquerque. 1949……………………………………………. Figure 39: NMDOT NEG#1698-11. Truck on Route 66/US 85 in Albuquerque. 1949…………………………………………………………… Figure 40: NMDOT Neg#1699-3. Route 66 east of Albuquerque, heading To Tijeras Canyon. April 18, 1949…………………………………………… Figure 41: NMDOT Neg#1671-1. Route 66 east of Laguna Pueblo. 1948…………… Figure 42: NMDOT Neg#1676-7. Road work on Route 66. September 15, 1948……………………………………………………………………….. Figure 43: NMDOT Neg#1680-5. Construction at Sedillo Hill, Route 66 November 15, 1948…………………………………………………………… Figure 44: NMDOT Neg#1699-1. Inspection Party, Sedillo Hill, Route 66. May 13, 1948………………………………………………….…………... Figure 45: NMDOT Neg#1714-2. Route 66 through Tucumcari, NM. 1949…………………………………………………………………………… Figure 46: NMDOT Neg#1714-5. Route 66 through Tucumcari, NM. 1949…………………………………………………………………………… Figure 47: NMDOT Neg#1757-12. Route 66 through Tucumcari, NM, After construction. 1950………………………………………………………. Figure 48: NMDOT Neg#1826-8. Route 66 through Gallup, NM. December 7, 1950…………………………………………………………….. Figure 49: NMDOT Neg#1826-27. Route 66 heading to Gallup, NM. December 7, 1950…………………………………………………………….. Figure 50: NMDOT Neg#1737-11. Hilton Hotel, downtown Albuquer-

que. 1949………………………………………………………….………….. Figure 51: NMDOT Neg#1737-16. East side of the Post Office, down- Town. 1949…………………………………………………………………… Figure 52: NMDOT Neg#1737-20. Central Avenue between 5th and 6th Streets. 1949…………………………………………………………………..

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Figure 53: NMDOT Neg#1737-6. Parking on the street for the Hilton Hotel. 1949…………………………………………………………………… Figure 54: NMDOT Neg#1753-24. Central Avenue and 2nd Street,

Albuquerque. 1949…………………………………………………………… Figure 55: NMDOT Neg#1753-46. Central Avenue and 4th Street,

Albuquerque. 1949…………………………………………………………… Figure 56: NMDOT Neg#1737-46. 14th Street and Central Avenue,

Albuquerque. 1949…………………………………………………………… Figure 57: NMDOT Neg#1737-51. West Central Avenue, 600 block.

1949…………………………………………………………………………… Figure 58: NMDOT Neg#1737-53. Traffic study street interview. 1949……………... Figure 59: NMDOT Neg#1753-23. 2nd Street and Central Avenue. 1949….…………. Figure 60: NMDOT Neg#1753-27. 2nd Street and Central Avenue. 1949….…………. Figure 61: NMDOT Neg#1753-31. 2nd Street and Central Avenue. 1949….…………. Figure 62: NMDOT Neg#1737-12. Hilton Hotel. 1949…………………….…………. Figure 63: NMDOT Neg#1737-13. Parking lot [at Central and 3rd Street?]. 1949…………………………………………………………………………... Figure 64: NMDOT Neg#1737-18. Santa Fe Railroad train station. 1949….………… Figure 65: NMDOT Neg#1737-4. Sears building downtown. 1949…………………... Figure 66: NMDOT Neg#1737-44. Woolworth’s building, Central Ave

(Rt. 66). 1949…………………………………………………………………. Figure 67: NMDOT Neg#1737-5. Downtown Albuquerque. 1949…………………… Figure 68: NMDOT Neg#1753-26. Central Avenue (Route 66). 1949………………. Figure 69: NMDOT Neg#1753-28. Central Avenue (Route 66). 1949………………. Figure 70: NMDOT Neg#1753-44. Woolworth building. 1949…………………….... Figure 71: NMDOT Neg#1753-46. Woolworth building. 1949…………………….... Figure 72: NMDOT Neg#1737-29. Traffic study home interview. 1949…………….. Figure 73: NMDOT Neg#1737-49. Nob Hill shopping center. 1949……………….... Figure 74: NMDOT Neg#1743-4. Wyoming and Central avenues. 1949.…………... Figure 75: NMDOT Neg#1753-1. Albuquerque city limits. 1949……….…………... Figure 76: NMDOT Neg#1753-53. Bridge on Route 66 through

Albuqueque [Central Ave over the Rio Grande]. 1949……………………… Figure 77: NMDOT Neg#1676-4. Loboy trailer, tractor, and scraper.

Construction on Route 66. September 15, 1948………………………………. Figure 78: NMDOT Neg#1676-8. Scraper, tractor, and backhoe.

Construction on Route 66. September 15, 1948………………………………. Figure 79: NMDOT Neg#1690-5. Equipment demonstration, Engineering

Conference. March 21, 1949………………………………………………….. Figure 80: NMDOT Neg#1698-1. Striping crew and equipment, West

Central Ave. (Route 66). 1949………………………………………………... Figure 81: NMDOT Neg#1706-1. Hopper with white chips. 1949……….…………. Figure 82: NMDOT Neg#1710-1. Highway plane and pilot, Joe

Mitchell. 1949………………………………………………………………… Figure 83: NMDOT Neg#1670-2. Construction of second Otowi bridge.

April, 1948……………………………………………………………………. Figure 84: NMDOT Neg#1670-3. First Otowi bridge in background, new

Bridge construction. April, 1948……………………………………………… Figure 85: NMDOT Neg#1669-5. Concrete box culvert construction on Sedillo Hill, Route 66. May 13, 1948…………………………………………

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Figure 86: NMDOT Neg#1683-1. District 2 office, Roswell, NM. January 7, 1949……………………………………………………………….. Figure 87: NMDOT Neg#1683-4. District 2 office interior, Roswell, NM.

January 7, 1949……………………………………………………………….. Figure 88: NMDOT Neg#1685-1. State Highway Engineer Burton Dwyre and Secretary, General Office, Santa Fe, NM. 1940………………….. Figure 89: NMDOT Neg#1687-1. District 4 office, Las Vegas, NM.

March 3, 1949………………………………………………………………… Figure 90: NMDOT Neg#1687-4. District 4 office interior, Las Vegas,

NM. 1949……………………………………………………………………... Figure 91: NMDOT Neg#1693-1. Highway Engineering Conference,

University of New Mexico. Spring 1949……………………………………... Figure 92: NMDOT Neg#1695-5. Bid letting at the State Capitol

Building. 1949………………………………………………………………… Figure 93: NMDOT Neg#1696-2. Last three-man State Highway Commission meeting. 1949……………………………………………………………. Figure 94: NMDOT Neg#1696-5. Traffic safety cone. 1949…………………………. Figure 95: NMDOT Neg#1733-3. Highway Department picnic, summer

1949…………………………………………………………………………… Figure 96: NMDOT Neg#1733-6. Highway Department picnic, summer

1949…………………………………………………………………………… Figure 97: NMDOT Neg#1732-2. Highway Sign Shop, at old Japanese

WWII Detention Camp (now Casa Solana shopping center). 1949…………... Figure 98: NMDOT Neg#1732-7. Highway Sign Shop, at old Japanese

WWII Detention Camp (now Casa Solana shopping center). 1949…………... Figure 99: NMDOT Neg#1758-2. Olaf Jorgensen, draftsman, making

Official tourist map for 1950. Photo taken December 14, 1949……………… Figure 100: La Bajada Hill c. early 1950s…………………………………………….. Figure 101: A Works Program Highway project on US 54 from 1936………………. Figure 102: Works Program Grade Crossing…………………………………………. Figure 103: US 64 in the early 1950s………………………………….…………........ Figure 104: Works Program Grade Crossing project on US 66………………………. Figure 105: US 70-80 through Las Cruces……………………………………………. Figure 106: Laying Hot Mix on US 70-80……………………………………………. Figure 107: A “hard-surfaced”, oiled stretch of US 85, east of Santa Fe……………... Figure 108: Work on US 85 in Alamosa Canyon late 1930s…………………………. Figure 109: US 180 in 1933-1934…………………………………………………….. Figure 110: US 260 in the early 1950s………………………………………………… Figure 111: A “hard-surfaced” stretch of US 550 [misprint on photo]……………….. Figure 112: NM 1 in the mid-1910s…………………………………………………… Figure 113: “El Camino Real Highway”, NM 1……………………………………..... Figure 114: NM 2, c. 1919-1920……………………………………………………..... Figure 115: On NM 3………………………………………………………………….. Figure 116: NM 3, c. 1949-1950……………………………………………………..... Figure 117: NM 4 mid-1910s………………………………………………………….. Figure 118: NM 4 in the late 1940s…………………………………………………..... Figure 119: NM 5 in the late 1910s…………………………………………………..... Figure 120: Work on NM 6 during the Depression…………………………………..... Figure 121: NM 13 in 1920…………………………………………………………..... Figure 122: NM 19 in the early 1950s………………………………………………… Figure 123: NM 38 c. 1949-1950……………………………………………………..

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Figure 124: NM 42 in 1920…………………………………………………………... Figure 125: Laying concrete on NM 47 in 1933-1934……………………………….. Figure 126: NM 48 in 1921-1922…………………………………………………….. Figure 127: Road work on NM 53…………………………………………………… Figure 128: NM 273 c. 1949-1950…………………………………………………… Figure 129: The Roswell Highway District Office, late 1940s……….….…………... Figure 130: Santa Fe to Hyde State Park road?……………………………………….

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Introduction We typically view highways as functional systems that move us from point to point on our busy daily rounds. But as with any built object, there is a history to highway creation and use. Road development in the United States is a very complicated, overlain network that can extend as far back in time as the prehistoric period, since the many extensive Native American trails used for trade and resource procurement evolved into wider dirt roads in the historic period, and eventually became modern highways. The National Trust for Historic Preservation, National Task Force for Historic Roads (NTFHR) has recognized that our historic roads are in danger of disappearing due to several factors: historic roads are difficult to preserve due to their extensive length, the broader contextual landscape they inhabit, and the fact that they are still in use (Marriott 1998:3). Identification of a resource is the first step towards preservation efforts, and the NTFHR has described three categories of road types to aid the identification process: Aesthetic Routes, Engineered Routes, and Cultural Routes. Aesthetic Routes are roads that were professionally designed for a specific, aesthetic experience, and typically are related to leisure, recreation, or commemoration. Engineered Routes are professionally designed roads for specific transportation goals, including the movement of people, goods, and services, and represent the largest category of roads. Cultural Routes are roads that developed without professional engineering and design, and were created following need and tradition (Marriott 1998:11-16). The New Mexico Department of Transportation Department (NMDOT) has completed this guideline to identify historic, professionally designed Engineered Routes still in use in the New Mexico state highway system. The purpose of this project is to highlight state highways that may be eligible to the National Register of Historic Places. This report offers policy, procedures, and historic background for research on historic state highways in the NMDOT system. Determinations of eligibility to the National Register of Historic Places of actual state highway segments must be researched in the detail described in this report, pertinent to each project area. The discussion that follows in this report includes an example historical context for New Mexico highways, the methodology used for determining potentially eligible state highways to the National Register of Historic Places, and background discussion to aid in identifying state highways that may be eligible for inclusion to the National Register of Historic Places. All research used official highway documents, such as the New Mexico State Highway Engineer reports and official state highway maps from past years, available at several libraries across the state. These documents form the foundation of the historical context research, and are considered the basic building blocks for all historic road research on NMDOT properties. This report serves as an example for the kind of research that can be gleaned from these records. The History of new mexico highways The history that follows was created through research using past State Highway Engineer biennial or annual reports, and is included as an example of how a historical context and background can be developed by consulting these important official state transportation documents.

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Territorial Period The first official records of highway construction in New Mexico come from the end of the Territorial Period, c.1903 to 1912. While not yet part of an official state highway system, roads in the Territorial Period became the system of early highways in New Mexico upon statehood in 1912. These early highways were non-engineered Cultural Routes, connecting population centers. The 1903 allocation of $5000 for highway improvements by the 35th Territorial legislature was for road work on “El Camino Real Highway”, then just between Santa Fe and Raton, supervised by the penitentiary superintendent using convict labor (Conroy 1937-1938:6). Arguably the most important historic highway in New Mexico follows an important historic north-south transportation corridor paralleling the Rio Grande, called El Camino Real de Tierra Adentro (“The Royal Road to the Interior Lands”), linking Mexico City to Santa Fe, New Mexico. In honor of this historic trade route, the first major highway in New Mexico was officially named “El Camino Real Highway” by the 36th Territorial legislature in 1905, extending from Raton in the northeast to Anthony, just south of Las Cruces, New Mexico. With $10,000 appropriated, preliminary work created the foundation of a north-south highway. “El Camino Real Highway” was designated State Road 1 with the advent of Statehood in 1912 (French 1912-1914:8, 14). NM 1 became US 85 in 1921, and later evolved into the present day realigned Interstate 25, still the major north-south arterial of the state. The 1909 Territorial Road Commission, or Good Roads Commission, was enacted by the Territorial Legislature and chaired by the Governor to oversee the repair, construction, and maintenance of highways through the annual levy of one mill on every dollar of taxable property. This tax was apparently not enough to deal with the great burden of road improvement across the Territory (French 1912-14:8-9).

The pride of engineering comes in accomplishing difficult tasks, and El Camino Real Highway provided several instances to prove great engineering feats, specific to each historic era. The site of “The Big Cut” was a proud engineering moment for Territorial New Mexico’s road work on the El Camino Real Highway, and consisted of a sixty foot cut carved through the foothills of the Sandia Mountains, with dynamite, picks and shovels (Fig. 2; Sullivan 1909-1910:183; Rose 1992:52). The greatest obstacle to overcome, however, along El Camino Real Highway was at La

Figure 2: The “Big Cut” (Sullivan 1909-1910:183) Bajada (Spanish for “the descent”), the edge of a black lava escarpment that descends 700

feet south of Santa Fe towards Albuquerque, marking the boundary between Rio Arriba Hispanic communities- known for communal farming, religious activism, and radical politics, and Rio Abajo communities- known for large farming and ranching estates and conservative politics. La Bajada was the site of the heaviest work south of the Colorado state line (Rose 1992:9, 51).

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In May of 1910, nearly one hundred men from nearby Santo Domingo Pueblo and Cochiti Pueblo worked to create the first improved stretch of El Camino Real Highway down La Bajada (Fig. 3). Good roads were considered a benefit to all communities at this time, and in many ways the improved El Camino Real Highway was an inter-Pueblo highway (Rose 1992:52), linking the pcommunities up and down the Rio Grande.

ueblo

f

Figure 3: Community labor from nearby Cochiti Pueblo for La Bajada Hill (Sullivan 1909-1910:181)

The tortuous switchbacks o

the initial La Bajada alignment were challenging in many ways- drivers were known to ascend this road section backwards, particularly if one had a big, heavy car that didn’t have the strength to ascend in forward gear (Fig. 4; Crichton 1935:17).

Figure 4: La Bajada hill c. 1917 (Crichton 1935:17)

1912-1919 Statehood in 1912 led to the creation of the State Highway Commission, which provided broader powers and duties than the Territorial Commission. These powers and duties included the authority to meet with counties, towns, and villages to plan and advise on road and bridge construction; to provide for testing and development of road materials and experimental road work; to plan and construct a state system of roads; and to create county road boards to transfer all county road and bridge work. By the end of 1912, all 26 county boards were established, and functioning smoothly by 1913. The first map of state highways was drafted, and the State

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Engineer urged that only state highway funds, called the “Road Fund” as it still is today, be spent on officially designated state highways (French 1912-1914:9-11). The State Highway Commission appointed the first State Engineer, James A. French, who

oversaw highway and water issues in the state, and may rightly be called the “father” of New Mexico state highways (Fig. 5). In 1912, French found the roads throughout New Mexico to be “deplorable”, and “impossible to travel from county to county with any degree of comfort” (French 1912-1914:13). No systematic road building had been accomplished due to the lack of population across the state, the general misuse of county funds, and the lack of centralized organization. The standard of construction was deemed poor, and little attention was paid to drainage problems. Roads connecting counties were nearly unheard of, except in the most basic routes of “local importance”. What pushed the construction of better roads was the increased use of automobiles. The State Highway Commission focused ocreating direct routes between populous towns and communities. Standard plans and specifications of two road types- earth and gravel, and sand and clay-were developed. The envisioned state highway system included 4,000 miles of existing roads, and delineation of needed road links (Appendix G, first map example), so as to cover the state “thoroughly and equitably”, and ensure that good roads linked every major town in the state

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Figure 5: James A. French (French 1912-1914:13-14). (French 1916-1918:1) Over 500 miles of El Camino Real Highway was open to traffic by 1914, forming the “backbone of the highway system of the state”. This did not mean that the road was “permanently completed”, or brought up to the standards of construction now established as necessary, but made basically passable. The importance of El Camino Real Highway was underscored by its being the only connecting link to the many east-west roads now branching off of this main north-south trunk route (French 1912-1914:14-15). For the total road system as envisioned by French, the priority of making roads passable set the pace of the first state sponsored road work. Ways to save money were paramount in Early Statehood, and every conceivable manner in which to quickly and inexpensively create highways was used. This included re-using abandoned railroad grades (Fig. 6), and using buckets, blades, and drags similar to those used in the construction of railroads (Rose 1992:54). Figure 6: Use of a railroad bed for creating NM 6

(French 1914-1916:25)

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Roads over the mesas were deemed in good condition compared to valley locations, and so a hierarchy of work was established, focusing on valley roads, then valley roads connecting to mesas, and finally mesa roads (French 1912-1914:15-16). Four types of roads were developed for highway construction: Mesa or Plains Type, Mountain Type, River and Valley Roads, and Roads in the Irrigated Districts. The Mesa or Plains Types were the remnants of Territorial Period dirt roads made by wagons and carts by early settlers, many of which were incorporated into the state highway system. New roads of this type were constructed by pulling a horse-drawn drag (Fig. 7), or with mechanical drags. It was estimated that one-third of the total state highway system consisted of this road type, with new roads costing from $50 to $100 a mile (French 1912-1914:16).

The Mountain Type was built of materials “close at hand”, from cuts made to form the road. Drainage was given a high importance, with emphasis given to draining water away from the earthen roadbed by placing drains parallel to the roadside ditch, and by creating a proper crown to the road. A maximum grade of 6 percent was also the goal for all Mountain Type roads, with rare exceptions. In areas that appeared to need additional fortification, a layer of gravel, decomposing granite, or other “suitable material” was laid down in a 9 foot width, within the general road width

Figure 7: Horse drawn drag (Sullivan 1909-1910:165) (shoulder to shoulder) of 15 feet. Mountain Type roads cost from $2000 to

$3000 per mile (French 1912-1914:16). River and Valley Roads were divided into two classes, “Sand Stretches” and “Adobe Stretches”, following the two types of conditions most commonly encountered, and requiring different treatments. Sand Stretches were constructed with 6 to 8 inches of adobe laid over the sandy area, with a layer of gravel used for surfacing material. The road was not mechanically compacted, and rainfall and road users were relied on to make the road in “good shape”. Sand Stretches cost $2000 per mile, and were considered very successful (French 1912-1914:16). Figure 8: Early gravel truck (French 1914-1916:1a)

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Adobe Stretches were typically graded and crowned by machine and then laid with a sand or gravel surface material (Fig. 9). This road type cost $1500 to $2000 per mile to construct (French 1912-1914:17).

Roads in the Irrigated Districts required the most effort, since the soil types were not helpful in creating stable dirt roads, and the heaviest population densities were found in these areas. “Good grades”, or raised roads were created to aid in drainage. These roads were then heavily graveled, wetted, and then rolled. The cost of this road type ranged from $2000 to $3000 per mile to construct in 1912 (French 1912-1914:17).

Figure 9: Spreading gravel (French 1914-1916:1b) Other, more expensive materials such as concrete were used in areas with intensive traffic, found along El Camino Real Highway almost exclusively (Fig. 10). The role of the federal government in providing financial backing and demanding conceptual and technological standards has had immense impacts on road development. The first Federal Aid Road Act moneys filtered into New Mexico in 1919, and began to change the look of New Mexican highways in dramatic ways (Fig. 11), by creating a system of graveled and oiled roads between 1919 and 1930 (Rose 1992:81). Building new improved roads brought new problems. As early as 1918, the State Engineer Figure 10: Early concrete road

(Gillett 1918-1920: 10a)

strongly argued for “rigid traffic laws”, and referred to the damage done to gravel and crushed rock roads (called “pavement” then) when motorists and especially trucks traveled 50 to 60 miles per hour (Gillett 1918-1920:76). While it is hard to imagine cars and trucks from 1918 capable of going this fast, the same argument of truck damage to roads is made today.

Figure 11: Oiled highway on US 85 (Macy 1933-1934:51)

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1920-1929 The 1920s were the “golden age” of road construction across the nation (Weingroff 1996a:2), and New Mexico was no exception (Dwyre 1941-1942:82). World War I brought a temporary hold to the implementation of Federal Aid Road Act funding, but as soon as the war was over, it was apparent that highway systems across the country were in need of massive improvements. In 1922, Federal Aid Projects totaling 16,500 km were completed with $189 million in funding, which was three times the amount of road improvement begun in 1916. These projects were still very basic road creation, such as grading and laying simple earth, sand, clay, or gravel surfaces (Fig. 12; Weingroff 1996a:2).

In New Mexico, federal aid was increased to 61.5 percent by 1922, and for the years 1921 to 1922, 125 projects were supported with $11,529,502 of federal aid. As p

art of the group

l

is

lation/low tax

1922:77).

ive types of road construction are mentioned in the 1921-1922 Biennial Report of the State ” at

rk

ost of this work reflects simpler

rete

AP 118 as

of “public land states”, Congress stipulated that federaaid should be distributed in proportion to the amount of public lands in each state. Thlegislation helped public land rich but low popubase states like New Mexico, meet the needs of road improvements (Gillett 1921-

Figure 12: Early gravel surfacing (Gillett 1921-1922:40a) FHighway Engineer: 1) “graded only” at an average cost of $1464 a mile, 2) “cement concretean average cost of $24,286 a mile, 3) “caliche” at an average cost of $9583 a mile, 4) “crushed stone” at an average cost of $11,291 a mile, and 5) “gravel” at an average cost of $6570 a mile (Gillett 1921-1922:77). Completed federal aid projects in the state included gravel surfacing at 45.1 percent of all work done in 1921-1922, “graded only” 26.1 percent, cement concrete 4.9 percent, caliche 6.3 percent, crushed stone 17.4 percent, and bridge work 0.2 percent of all wocompleted (Gillett 1921-1922:90).

Figure 13: Concrete pavement (Gillett 1921-1922:24b)

Mtechnological efforts, with more expensive bridge repair and concroad surfacing representing a small fraction of total work and expenses. Concrete surfacing (Fig. 13) was selected for heavily traveled road sections, such as between Albuquerque and Tijeras (Fand 119), Albuquerque and Los Lun(FAP 102A and B), Albuquerque and Isleta (FAP 61B), and Las Cruces and El Paso (FAP 66; Gillett 1921-1922:96-99).

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The problems of rely on dtechnology became apparent with a series of disastrous fl

ing irt road

0s

e broadened during what was called at the time the “depression quick employment and offset the shortage of road revenues (Macy 1933-

g after r 1,

.

1 and 1932ublic lands, non-taxable Indian lands, and all other federal reservations except the National

ation nd

oods (Fig. 14) along New Mexico’s riverine communities in the 1920s. Most of these roads were realigned in the 193(Rose 1992:81-84), but the use of durable road materials proved too expensive for most early Statehood roads.

Figure 14: Flood at Anthony (Gillett 1921-1922:25)

1930-1939 Federal highway laws werperiod”, to allow 1934:12). Congress passed the Emergency Construction Act in 1931, which allocated $80,000,000 in matching federal funds to states, to be repaid over a five-year period startin1933. New Mexico’s allotment was $1,303,288. States had to use their funds by Septembe1931. This deadline caused great unemployment at the end of construction, and a larger advance loan was made in 1932, with New Mexico’s share at $1,965,473. This second Emergency Relief and Construction Act changed former law by removing the cost limitations per mile, permitting construction on federal roads going through cities with no restrictions on municipality size or house count, and providing for additional funds to any state when 90 percent of its federal aid program was completed. These advance loans were converted to direct grants to states in 1934, revoking the repayment provisions (Macy 1933-1934:12,13) Other changes in 193 included 100 percent federal aid eligible for non-appropriated

Figure 15: Depression-era road construction (Macy 1933-1934:65).

pForests (Macy 1933-1934:13). Economic recovery was not quick, and federal aid was still needed in 1933, and again in 1934. The National Recovery Act (NRA) of 1933 allocated 3 billion dollars for a variety of projects, with 400 million dollars set aside specifically for roadconstruction, in the form of direct grants. New Mexico received $5,792,935 in the first allocof the NRA (Macy 1933-1934:13). As part of the Act, people on relief rolls had preference, aall laborers were limited to 130 hours per month (Conroy 1935-1936:14). Congress passed the

8

Hayden-Cartwright Act in 1934, and again in 1936, appropriating 200 million more dollars for roadconstruction, and an additional 1million for fiscal years 1936 and1937 (Macy 1933-1934:13; Conro1935-1936:14). While we tend to associate 1929 as the beginning of the Depression years, the records of New Mexico highway departm

25

y

ent expenditures 50 percent drop after

total income. Federal Aid funds to New Mexico were consiste ly

1933-1934:19). These figures indicate that New Mexico relied on federal money wh

om May 1933 to June 1934 and from November 1934 to April 1935. It was also noted that the

elped build the state’s road ys.

an, who

wn the way in

Highway (Seligman 1932:7)

e way” (Seligman 1932:11).

show a nearlyFigure 16: Winter maintenance work on US 64 (Conroy 1937-1938:61) 1924 through 1925 and 1926, for ntly over 1 million dollars annual

from 1921 onwards, with a great increase in 1931, 1933, and 1934. By 1934, the total income reported was double the income of 1927, at over 10 million dollars (Macy

ile times were good elsewhere in thecountry prior to the Depression, but that federal subsidy was essential during the Depression. The struggles of maintaining employment for everyone in the highway department during these tough times was noted particularly in the maintenance work force. The solution was to eliminate weekend and overtime work, and abolish many patrol foreman positions. This plan was used frposition of Maintenance Engineer could not be abolished to save money, since this position filledout the necessary paperwork required by the Bureau of Public Roads [the former Federal Highway Administration] (Macy 1933-1934:69). Along with providing much needed work during the Depression, road construction hinfrastructure in important waIn 1932, Governor Seligmcampaigned vigorously to complete El Camino Real Highway/U.S. 85 as a hard-paved road in New Mexico, ready for auto tourism, took a trip docomplete length of the higha single day (see Fig. 17), driving from the northern border with Colorado to the Texas state line, over 58 miles of concrete paving, 270 miles of oiled surface, 180 miles of “modern graveled

Figure 17: Governor Seligman traveling the completed El Camino Real

surfacing”, and 12 miles of graded dirt road, proving that modern engineering “has eliminated thdangerous curves and grades that were frequent in the old high

9

Other new employment through the highway department came with the establishment of the New Mexico Motor

atrol under Governor Seligman’s

he n the

s to

21 and 45 years of age and have at least an 8th grade eductwo years, the State Police were also established (as a div

established in the spring of 1938, with a maximum speedre

epartment work, with funds from the

f the

the from

and Jal, Lea County (Conroy 1935-1936:23, 40)

. in

as

Figure (Conro

Ptenure, created by the Legislature in 1933 (Fig. 18). The Motor Patrol consisted of one chief and nine patrolmen, whose duties were to “apprehend, arrest, and bring before tproper court all law violators withiState of New Mexico”, as well acollect the gas tax, register motor vehicles, and issue vehicle licenses. Motor Patrol personnel had be between ation (Macy 1933-1934:86). Within ision of the Department of Justice), and

Figure 18: The New Mexico Motor Patrol (Macy 1933-1934:85)

consisted of one chief and thirty policemen (Conroy 1935-1936:83). Speed limits were limit of 55 mph on “open, straight

highways”, and slower speeds of 35 to 45 mph in “mountainous sections”, but only on the “moimportant state highways” (Conroy 1937-1938:59). Emergency work relief for farmers caught in bad drought conditions in late 1933 was provided through highway dPublic Works Administration. Thisrelief plan came to be known as the Drought Relief Projects, or NR-WR projects. In New Mexico, the emergency allotment of $291,000 federal dollars was used to hire personnel and purchase supplies, withthe state providing 30 percent ototal cost. As the process evolved, 70 percent federal funding camethe Civil Works Administration and later from the Federal EmergencyRelief Administration in the form of labor supplied by county relief officialsNR-WR projects were completed

Figure 19: Works Program project on NM 18, between Eunice

Curry, Quay, Harding, Lea, Roosevelt, and Union counties, in areas deemed hardest hit by drought. The total amount of NR-WR funds, from all sources, w$1,113,987 through 1936 (Conroy 1935-1936:13, 14).

20: Works Program project in Albuquerque y 1935-1936:40, 41)

10

Figure 21: A Works Program railroad overpass, Quay County (Conroy 1935-1936: 37, 48).

Starting with state legislation in 1929, railroad crossings were deemed too dangerous and in need of replacement with grade separation structures (see Fig. 21, Fig. 22). Railroad grade separations were to be replaced on Federal Aid Highways where necessary as soon as possible. The federal government became more interested as the unfortunate toll of increased loss of life occurred at railroad crossings across the country. Funding was set aside to eliminate railroad crossings as a portion of the Works Program in 1936 (a program for highway related work through the Works Progress Administration), and New Mexico was allocated $1,725,286 for this express purpose. These monies were not limited to Federal Aid Highways, and the program specified that 25 percent of the state match had to go to “secondary and feeder roads” (Conroy 1937-1938:18).

Figure 22: A Works Program project for a road overpass (Conroy 1937-1938:24)

11

12

The State Tourist Bureau was created in 1935 as a division of the highway department. Strongly supported by Governor Clyde Tingley, $50,000 was set aside for a national advertising campaign

using brochures and maps that relied on romantic images of New Mexico’s history and prehistory (Fig. 23). The first national advertising campaign began in 1934, with $37,674 spent on “booklets and space”, and resulted in nearly 10,000 requests for literature, from “every state in the union and from 43 territories and foreign countries”. Counts were kept of the

ist ca entering the state in

as revenue to the state. In 1935, 219,810 maps and brochures were distributed, of which nearly 70,000 were to individual mailings (Conroy 1935-1936:87). By 1936, it was clear that tourism was New Mexico’s new leading industry (Conroy 1935-1936:90).

Figure 23: Tourist Bureau advertisement c. 1935-1936 (Conroy 1935-1936:86) The State Tourist Bureau was apparently the first of its kind. In 1936, the Tourist Bureau received letters from Arizona, Idaho, Utah, Oklahoma, Pennsylvania, Washington, Texas, New Jersey, Wyoming, Montana, and Nebraska asking for details on how to establish a tourist bureau, and asking how State

ngineer stated that:

number of tour rs

1935, with an estimated 901,000 cars entering the 22 ports of entry. Since the gas tax had been increased in 1935, thesetourist cars paid about $1,154,400 in gasoline tax, an increase of $120,000 from 1934,

to successfully request this from their legislatures. The New MexicoE

New Mexico need have no fear regarding the competition presented by other states, providing we keep our own attractions before the public, since no other

t, the health

s had come to s, and spent tax revenues,

by this 1937 (Conroy 1937-

state in the Union can offer so much to the vacationist, the tourisseeker or the student (Conroy 1935-1936:89).

By the end of 1937, nearly one and a half million out-of-state tourist carNew Mexico, bringing 3,672,000 people who stayed an average of 4 dayabout 80 million dollars. Tourists provided a tremendous increase in gasthe highest “shown by any state in the Union”. What was also revealed study of auto tourism was that New Mexico had a year-round tourist flow1938:106, 109), a pattern that has not changed.

Figure 24: Highway between Hillsboro and Silver City (Conroy 193

1940-1949 Road work was dependent on emergency and regular federal aid from thWWII, with appropriations requested for every year from 1933 on, with (Dwyre 1941-1942:14). Very little road work was completed during the1969 Log Book), but what was completed early on in the war focused on lated to the

efense Highway Act of 1941, for roads in the “Strategic Highway Network” and access roads to lane runway strips adjacent

public highways (Dwyre 1941-1942:17-18). The scarcity of funding through the war years is

5-1936:30)

e Depression through the exception of 1937 war years (NMSHD projects re

Dindustries and activities associated with the war effort, including airptoreflected in the lack of any photographs in the State Highway Engineer’s Biennial Report of 1941-1942 (Dwyre 1941-1942). Total funding for highway projects dropped back from a high of nearly 12 million dollars in 1939, to 7.6 million in 1941, and 6 million in 1942 (Dwyre 1941-1942:26).

13

Figure 25: El Camino Real Highway, NM 1/US 85, in 1945 (Dwyre 1945-1946:10 )

Much of the work of any highway department is to maintain the roads in the best condition possible. This was a challenge during the war years, since material used during peace time road work was needed in the war effort. Although it was the policy to keep all oil surfaces sealed with asphalt or tar, these materials were in great demand by the War Department, as well as

Figure 26: Road work on El Camino Real Highway, 1945 (Dwyre 1945-1946:14 )

the use of tank cars, and the “oiling program”, as it was called, had to be cut back substantially1942. The

in war effort also reduced the personnel needed for maintenance work- smaller funds

equated to fewer jobs, and after all of the effort during the Great Depression to maintain these positions, WWII led to reducing the maintenance work force between February and June of 1942,

14

and removing 1500 miles of road from the maintenance service system (Dwyre 1941-1942:81-83). For construction and maintenance work through 1945, skilled labor shortages (such as mechanics), lack of funds, and scarcity of equipment and replacement parts meant the bare necessities of road upkeep were accomplished (Dwyre 1945-1946:33-35).

Figure 27: Dirt roads were graded but not graveled in WWII era (Dwyre 1945-1946:58 ) In addition to doing the regular work of the Planning Survey division, planning personnel were given added work for the war effort, including conducting a truck and bus inventory, encouraging car and rubber conservation, and preparing the plans for military and civilian evacuation convoys (Dwyre 1941-1942:86). While the war years were stressful in many ways, new technologies and materials were discovered that aided future road construction. For instance, the Alamogordo airport was hastily constructed during the war on gypsum-bearing soils, suitable for “nothing heavier than Flying Fortresses or Liberator Bombers”, but which turned out to be sturdy enough for B-29’s. B-29’s have a main wheel load of 60,000 pounds per wheel, twice the main wheel load of the Flying Fortresses and Liberator Bombers. The Highway Department’s Testing Laboratory asked to test this runway in 1943, and found that thinner layers of gypsum-bearing soils were much stronger than previously determined. This led to saving $500,000 in road construction in New Mexico, and the results of the test were forwarded to the Chief of Engineers, U.S. Army, as a major contribution to the war effort (Dwyre 1945-1946:61-63). The New Mexico Magazine, which began in 1923 as the New Mexico Highway Journal n evolved into a nt t ontaining a se s, and was

, and thebumore tourist-oriented magazine independent of the highway departme

ction called the “Highway Journal”, continued to attract subscriptioncvery popular with men in the armed forces. Tourism reached a high in 1941 of nearly 2 million non-resident motorists, but dropped precipitously by 1942 to just over a million. The impacts to the State Tourist Bureau consisted of reducing the staff to two people, and suspending the operations of the publicity and photographic divisions “until the war is won” (Dwyre 1941-1942:88-90).

15

Once the war was over, tourists returned to the stin the same high numbers. The Tourist Bureau revived and expanded their adv

ate

ertising campaign, and also distributed four “moving pictures” that were in great demand. These movies were not advertised, but were so popular that requests were made months in advance (Dwyre 1945-1946:77). The Tourist Bureau also maintained historic markers (Fig. 28), first placed on New Mexico highways in 1935 (Hordes and Joiner 1984:1), and in 1946, 175 historic markers were repainted and renovated (Dwyre 1945-1946:77). The years after World War II led to higher standards in highway construction, including wider right-of-way to accommodate future expansion and safety precautions, truck lanes added to areas with steep grades to allow for vehicle passing, upgrades in base course to create longer wearing roads, and wider paved surfaces, all built with safety issues foremost in planning (Dwyre 1947-1948:12). Federal Aid money was appropriated from 1946 through 1948 following the mandate of the Federal Aid Highway Act of 1944 to create a long-range program for highway

improvements supported the increased tourist travel

Figure 29: Farm-to-market road, post WWII (Dwyre 1949-1950:11)

development (Dwyre 1949-1950:41). These

Figure 28: Historic Marker in 1945 into the state following the war, with an estimated 6.8 (Dwyre 1945-1946:78) million people traveling into New Mexico by car in

1948 (Dwyre 1947-1948:74). 1950-1959 The boom of the post-WWII years led to more road development and a refinement of the process supporting a more complex system. In the New Mexico legislative session of 1949, a joint resolution was authorized to amend the state constitution by creating a permanent highway commission consisting of five members appointed by the governor. This resolution was presented to voters and passed. Another important legislative change was the increase of the gasoline tax to two cents a gallon to retire debt incurred from previous highway construction (Dwyre 1949-1950:17). While we can say that the 1920s were a period of intense road construction as the first step in creating modern automobile highways, the 1950s created the road system that we know today. In 1949, urban plans and rural road plans (farm-to-market roads) were developed (Fig. 29).

16

n

Figure 30: Tucumcari urban project, post WWII (D The success of the urban project in Tucumcari made other communities anxious to have their projects come to fruition. The next town to receive major urban project funds was Las Vegas, in 1950, along Grand Avenue. Part of this project

down

on congestion (Dwyre 1949-950:18-19).

ther early Post-WW II highway

) south of Albuquerque. dditional work was completed on

).

F

In 1949, the first “urban projects”were started in New Mexico, which refers to projects built on main highways inside city limits using federal aid funds. The first New Mexico urban project was oUS 66 (old Route 66) in Tucumcari (Dwyre 1949-1950:18).

wyre 1949-1950:46)

also included creating a portion ofUS 85 through town, to cut

1 Owork in New Mexico included improvements to US 66, which included the Manuelito overpass between the state line and Gallup, creation of a four lane highway through Tijeras Canyon (Fig. 32), and completion of a Parker Thru Truss bridge (NMDOT Bridge 2530; listed on the SRCP/NRHP as HPD# 1662AUS 70/80 between Las Cruces and the Arizona state line (Dwyre 1949-1950:18-19; Erwin 1951-1952:19

igure 31: Las Vegas urban project, early 1950s (Erwin 1951-1952:80)

17

Constwas dnumber of cars and trucks traveling the state, with tincrealife sp ig. 33), and le

1949-1950:18-19). The fiat Porhighw ys in 1949 and 1950, to stop overloaded trucks from entering and damaging highways (Dwyre 1949-

:22).

Figure 32: Route 66 east of Albuquerque (Erwin 1951-1952:20)

, and ’s

rts in the

trides ent,

using an

part of New re 1949-1950; Erwin 1951-

al, and c roads in

Figure 33: Early 1950s construction (Erwin 1951-1952:64) sparsely populated areas (Fig. 34) was a focus of concern in the 1950s, as the road system was expanded and improved during these relatively wealthy times. This golden age of road construction in the 1950s paralleled growth and development in all areas of Post-WW II life. The germinating idea for this development, however, began during the hard times of the 1930s through the war years. In the 1930s, President Roosevelt envisioned creating a network of super-highways as a way to provide more jobs for people out of work, and the chief

Figure 34: Focus on rural roads in 1950s (Erwin 1951-1952:15)

ruction on inter-regional highways irectly related to the increased

going at greatly increased speeds, rucks carrying heavier loads. This sed traffic took a huge toll on the an of road construction (Fd to newer, thicker asphalting (Dwyresurfacrst permanent scales were placed ts of Entry and other points along a

1950

The excitement of the boom years o1950s, with more funding, manpowerskilled labor to improve New Mexicohighway system, is clear in all of theHighway Engineer’s Biennial repo1950s- every year was proclaimed a better year than the one before, with great sreported in organizational developmtechnological advances (including IBM accounting “operation”), and creation of modern highways in every

exico (Dwy

f the

M1952). Most of New Mexico is rurthe service of creating better publi

18

of the Bureau of Public Roads (BPR) was directed to study the feasibility of a six route toll network by the Federal Aid Highway Act of 1938. The Fauthorized designating 65,000 km of road as the “Nation th locations selected by state highway departments. The womiles had been completed by the time President EisenhowEisenhower had taken part in the Army’s first transcontinhow bad the roads were in the nation. During WWII, he from their autobahn road system. During Eisenhower’s Sannounced that an adequate highway system was importa very citizen”. The Post -WW II concerns that we now call thehighway network for defense, as well as for helping the n“National Defense Highway System”, the Interstate Highuntil President Eisenhower signed the Federal Aid Highwsystem to include 41,000 miles of road, with $25 billion h 1969 (GlobalSecurity.org 2004; USNews.com 2004; We Whether concerning defense issues or

Figure 35: Route 66 east of Gallup, early 1950s (Erwin 1951-1952:102)

ugh the andard designs mandated by the Interstate system to accommodate traffic forecasts to the y

road e expe1996 The fwas bconst . By th compprojeIntersc.198

ederal Aid Highway Act of 1944 al System of Interstate Highways”, wirk proceeded slowly, and only 6,500 er took office in 1953. In WW I,

ental motor convoy and experienced had seen how the Germans benefited tate of the Union address in 1954, he nt to “protect the vital interest of e Cold War era focused on creating this ational economy. Initially called the way system was not formally begun ay Act of 1956 and expanded the

authorized for fiscal years 1957 througingroff 2004).

economic growth and development, this greater prosperity across the country in the 1950s was expressed in many ways. The National Defense Highway System also supported tourism, as better roads supported a burgeoning automobile culture. In New Mexico, an increase in tourists was noted in the early 1950s, up to 2.7 million vehicles, with an estimated number of visitors at more than 8 million, even with a decrease in advertising efforts (Erwin 1951-1952:101). The now mythic and historic Route 66 (US 66) was a major thoroughfare for tourist travel (Fig. 35), heading east or west across the state. We still can experience some of the same vistas that early travelers of Route 66 encountered, altho st

ear 1975 have changed much of the old two-lane into the wide, four-lane divided highway that wrience today as Interstate 40 (Weingroff b:12)

irst work on the Interstate system in New Mexico egun in 1957, accounting for nearly half of the ruction budget of 40 million dollars for that yeare end of 1958, 245 miles of new Interstate wereleted, representing about one-fourth of the total cted system (Wilson 1957-1958:1). The entire tate system in New Mexico was completed 1 (Steve Koczan, personal comm. July 2004).

Figure 36: A familiar sign still seen today (Erwin 1951-1952:102)

19

Identifying Historic Highways: Methodology Research on historic highways begins with consulting primary documents, such as maps, engineering reports, aerial photographs, and archived plan and profile designs for highway projects. Primary documents can be found at the Museum of New Mexico’s History Library inSanta Fe, at UNM’s libraries and RGIS Center (please note that there are substantial fees for copies of aerial photos), and at the New Mexico State Library/Records Center and Archives in Santa Fe, to name a few of the best sources. Separate research on NMDOT historic bridges can be accessed through the New Mexico Historic Bridge Survey (Rae et al. 1987) and the New Mexico Department of Transportation Historic Bridge Inventory (Van Citters et al. 2003), and contacting the Environmental Section to request a query of the NMDOT Bridge database. One of the great problems in identifying extant historic highways is inherent in the dynamic nature of highway design- roads follow population and its growth, and r

by

oad designs change as afety issues are refined and interpreted. What this means is that roads can be realigned with

towards flatter and wider designs that drastically change ad experience. Surviving historic roads, then, tend to

nd for change.

exico: Highway design has evolved in New Mexico, as rrow roads to what we consider standard road design

needs to be studied to discover the unique changes it may or e compared is the road prism, which includes lanes, “toe of slope”). The entire road prism is from “toe of the other side. This constitutes the entire roadbed area

NMDOT (and has through the years).

lan and Profiles, the road prism at early Statehood e lanes with 3 ft tapers, for a total road prism width of 15

ide, with 3 ft shoulders and 2 ft 3 inch tapers, for a total 30 g rs were

oad pr ince the 1950s standard ders from 5 to 8 ft and tapers from 10 to 15 ft, for a total

To Identify Historic NMDOT Highwaysthat the NMDOT completes where road ali h as replacing right-of-way fencing, adding sho ng turn lanes, and signalization improvements. For projects of this scale, please note in your cultural resource inventory:

- Does the road prism appear to be hcompare to the historic evidence o

- Are historic features, such as histopresent?

- No in-depth background research o- Only an “undetermined” recomme

Historic Places should be made, siresearch.

sgreat changes, and roads tend to evolvethe character and feeling of the original robe secondary rural roads with little dema Changes in Highway Design in New Mwell as across the country, from very natoday. Each potentially historic roadmay not have received. What needs to bshoulders, tapers, and drainage channels (slope” on one side to the “toe of slope” onthat receives maintenance responsibilities by In examining Typical Sections from past P(1912-1919) consisted of two 4.5 ft widft. By the 1920s, each lane was 8 ft wroad prism width of 26.5 ft. By the 19 s throu h WW II, lanes were 10 ft wide, shoulde4 ft wide, and tapers were 4 ft, for a total r ism width of 36 ft. Slanes measure 9 to 12 ft, with shoulmaximum road prism width of 70 ft.

for Minor Projects: This includes most of the work gnments will remain essentially the same, suculders, addi

istoric? How does the present width of the road f typical road widths discussed above? ric bridges, culverts, or associated roadside architecture

n historical context or physical remains is required. ndation of eligibility to the National Register of nce any definitive statement will require in-depth

20

To Identify Historic NMDOT Highways for Major Projects: This typically includes projects new alignment will be developed, or other major changes to a

ighway are proposed. For projects of this scale, please note in your cultural resource inventory: d

ws how wide the existing road is, and what the planned widening is (if any).

cture al

ill present, but these features only support NRHP eligibility for the road if they date from the Period of Significance

.

icial

must be referenced for historical context discussions, since this is nearly the only form of official

be

ty to the National Register of Historic Places must be provided, and must follow the outlines provided below on pages 23 to 26.

that may

Cr The atauth izrecogniarchitec eology, engineering, and culture”. The National Register of Historic Places is

e official list of recognized properties, and is maintained by the National Park Service (National Register Bulletins 15 and 16A).

where alignment will be changed,h

- Does the road prism appear to be historic? How does the present width of the roacompare to the historic evidence of typical road widths discussed above? In-depth research here will include visiting the NMDOT Records Control office in Santa Fe. Bring a map showing what segment of road you are interested in researching, and thestaff will look for the historic records you need. Ask to see old Plan and Profiles, including the Typical Section page, of the road in question. On the Plan and Profiles, look for any changes in horizontal alignment (any straightening or curves?), and forchanges in vertical alignment (any flattening of the road? Any reduction of going up and down hills?). On the Typical Section sheet, look for the measured drawing that sho

- Are historic features, such as historic bridges, culverts, or associated roadside architepresent? All historic features must be discussed in detail. Consult the NMDOT CulturResource Guidelines for details on how to record specific feature types. Be sure to discuss the historic contemporaneity of identified features, with the proposed Period of Significance of your historic road. For example, a road that was once old US 66 (Route 66) may have bridges and roadside architecture st

identified for the road. For US 66, the Period of Significance can date anywhere from 1926 to the introduction of the Interstate system in New Mexico (1957 to early 1980s)Please note the Period of Significance list on pages 26-27.

- In-depth research will be required, including developing a historical context using offrecords published by the NMDOT (past biennial and annual State Highway Engineer reports, past New Mexico Highway Journal editions), past New Mexico magazines, and research in past local newspapers. State Highway Engineer biennial reports

recorded information on older highway projects. State Highway Engineer reports can found at the New Mexico State Library in Santa Fe and the Zimmerman library at the University of New Mexico, to name a few sources.

- Old maps and aerial photographs can be used to establish how a road has changed in alignment, if at all. This is particularly important in establishing certain recommendations for eligibility.

- Recommendations for eligibili

- Please note that Appendix C provides a step-by-step guideline on how to research historic roads in the NMDOT system.

- Please also note that several other Appendices provide additional information prove useful for your research efforts (Appendices A-G).

iteria for eligibility

N ional Historic Preservation Act of 1966 expanded on the Historic Sites Act of 1935, by or ing the Secretary of the Interior to extend the recognition of historic properties to

ze “districts, sites, buildings, structures, and objects significant in American history, ture, archa

th

21

Properties are recommended as eligible to the National Register by applying the National Register Criteria for Evaluation, established by the National Park Service. The National Registerhas standards for evaluating significance of properties that possess integrity of location, design,

sett The Cri

1)

2) s

3)

nts may lack

4)

Most ofcases. CcriteriontransporNew Malso app a type, period, or met d US 66 i s to Montoy d C-020]; The rempotentiaroad, or e efforts of Governor Clyde Tingley in bringMexico ion D, as a property ant information, is typically applied to archaeological reso ce d records excavation wou nrecomm ter under one or more of the four criteria must sho hworkma

or a historic highway to exhibit integrity of feeling and association, the strength of the ience is similar to or the same as

e original experience, or “feeling” (the road has not been widened, the roadbed is the same

of in a

ty of design has been lost.

ing, materials, workmanship, feeling, and association.

teria for Evaluation fall into four categories: Criterion A is used for properties that are associated with events that have made a significant contribution to the broad patterns of our history. Criterion B is used for properties that are associated with the lives of significant personin the past. Criterion C is used for properties that embody distinctive characteristics of a type, period, method of construction, or represent the work of a master, or possesses high artistic value, or represent a significant and distinguishable entity whose componeindividual distinction. Criterion D is used for properties that have yielded or are likely to yield important information in history or prehistory (National Register Bulletin 15).

these criteria could be applied to historic highways, but two criteria are applied in most riterion A, reflecting broad patterns in our history, is the most commonly applied for historic roads, as examples in our local, regional, or national history of tation. All of the US 66 segments listed on the National Register of Historic Places in

exico are examples of Criterion A (see this list and discussion, pg. 36-39). Criterion C is lied to historic roads, as examples of excellent engineering design, or of

ho of construction. These latter criterion descriptions have been applied to three sections of n New Mexico, listed on the National Register of Historic Places (HPD# 1577-Palomaa [present day frontage road to I-40]; HPD# 1578-Glenrio to San Jon [Quay County RoaHPD#1589-Laguna to McCarty’s [part of present day NM 124]).

aining two criteria can be applicable, but usually in fewer cases. Criterion B could lly be applied, if a historically significant person in New Mexico’s history designed the was politically associated with a road’s creation. Thing New Deal monies into many road projects during the Great Depression in New come to mind as possible road projects eligible under Criterion B. Criter yielding or likely to yield import

ur s. Criterion D does not make much sense to apply to historic highways, since archiveexist to describe all of the information that goes into creating this resource;

ld ot yield as much information as exists in the archived records. The argument for ending eligibility to the National Regis

w t at a property still has historic integrity of location, design, setting, materials, nship, feeling, and association.

Frecommendation for eligibility is enhanced if the driving experthmaterial as originally used, the road has not been realigned or vertical curves flattened), and the overall look or “association” is the same (the same rural secondary road, or the same level development or built environment along the roadside is retained). If a road was once locatedrural section that has now become developed and lined with buildings, integrity of setting has been lost. Likewise, if a road has been flattened (vertical curves removed) or widened (lanes or wide shoulders added), the integri

22

It is important to note that the retention of design, workmanship, and materials is more important for establishing an argument for Criterion C eligibility, although most eligible properties “always possess several, and usually most” of the standards (NPS Bulletin 15:44). The following has beedeveloped through consultation with the New Mexico Histor

n ic Preservation Division, with special

anks to John Murphey and previous work he completed with the Texas Department of nce).

To docu ates that a historic road has gengenerall e same path, but which has some changes to the original alignment. Many of the through Criterion A can be established if:

- - archival research shows that minor alignment changes have taken place, but that the

g a route that has gional or national importance, such as a road that becomes part of the US Highway system.

y can

cial

tewide

s having a significant impact on a local or statewide mmunity in New Mexico history (New Deal project providing work to a particular community

s n in New Mexico’s history.

thTransportation (please see Mitchell et al. 1997 refere

ment a historic road under Criterion A: this criterion indiceral historic integrity retention, such as an important historic transportation corridor that

y follows thNew Mexico state highways have subtle alignment changes, which can only be determined

careful archival research.

- maps and/or other documents show that a road is historic (is 50 years or older) archival research indicates that the road has historic significance

essential route (transportation corridor) is unchanged - the recommendation can be supported with accompanying documentation

Categories of eligibility under Criterion A: A recommendation for eligibility under Criterion A must be accompanied by the category of historic significance. In short form, this would appear as “NM __ is recommended as eligible to the National Register of Historic Places, under Criterion A (Transportation)”, with a description of why it is recommended in this category. A description of each category is as follows: Transportation- the road is documented as playing a direct role in developinreRoads that are important for local significance are not considered in this category, unless thebe documented as having a larger regional or national significance. Commerce- the road is documented as playing a direct role in major agricultural or commerdevelopment in a community or region. Politics/Government- the road is documented as having a direct association with important political events (the first New Deal funded project in New Mexico, or the most significant New Deal project, or some other significant historic project), or is associated with a local or stapolitical controversy significant in New Mexico history. Social History- the road is documented acoor to a special class of workers, or some other significant historic project). Entertainment/Recreation- the road is documented as having a direct relationship to developing a recreational area in a community or region, or developing tourist activities in a community or region. To document a historic road under Criterion B: this criterion indicates that a historic road waeither designed by or politically created by an important perso

23

Criterion B can be established if: - maps and/or other documents show that a road is historic (is 50 years or older) - archival research indicates that the road was built by an important person in New

Mexico’s history, or was politically created by an important person in New Mexico’s history

- archival and other research shows that this is among the best preserved road segments associated with the significant person identified

, this would appear as “NM __ is recommended as eligible to e National Register of Historic Places, under Criterion B (Politics/Government)”, with a

ded in this category. A description of each category is as foll s Design- ico’s history, person.

olitics/Government- the road is documented as having a direct association with an important overnor Clyde Tingley and his association with

ust be the same, as well as tention of the same class of road materials, same road alignment, and same contributing

ce: was the road gravel paved during its Period of

ignificance, but is now asphalt covered? Was the road once asphalt but is now concrete? This ch as

ssment for any highway recommended ligible to the National Register of Historic Places. Copies of all pertinent supporting documents

- maps and/or documents show that the road is historic (is 50 years or older)

y minor alignment changes have taken place, on the road section under investigation

- archival research indicates that the road has retained a majority of its original characteristics (still possesses integrity of location, design, setting, materials,

ategories of eligibility under Criterion C:

- the recommendation can be supported with accompanying documentation Categories of eligibility under Criterion B: A recommendation for eligibility under Criterion B must be accompanied by the category of historic significance. In short formthdescription of why it is recommen

ow :

the road is documented as having been designed by a significant person in New Mex and is the best preserved example associated with this

Pperson in New Mexico’s political history (Gbringing New Deal funding into New Mexico, etc.), and as illustrating this person’s importantachievements during his/her time of significance, and as being the best preserved example associated with this person. To document a historic road under Criterion C: This criterion requires the most careful documentation for proof, since it indicates a high level of historic integrity in physical remains.For asphalt highways like the kind found in New Mexico, this means that the original road prism (including lanes, shoulders, tapers, and drainage, or “toe of slope”) mreelements such as culverts, bridges, and drainage features. For road materials, comparisons mustbe made back to the Period of SignificanSstandard of integrity does not apply to minor changes in materials within a material class, suminor mix changes in asphalt over time. Thorough documentation must support a Criterion C asseemust be included in any report. Criterion C can be established if:

- archival research indicates that the road has historic significance - archival research shows that either no alignment changes have taken place, or only ver

workmanship, feeling, and association) - the recommendation can be supported with accompanying documentation

C

24

A recommendation for eligibility under Criterion C must be accompanied by the category of hist c igible to the ti on of why it i Eng eeof Signi st show enough distinctive cha te d to fully onvey its historic character and historic driving experience. This includes the presence of intact

any masonry or ornamental materials, original inal

andscape Architecture- the road is documented as representing a particular design aesthetic by

esigning drainage tructures, adjacent vegetation, and the overall geometry of the roadway.

ssential Physical Features- all road corridors should retain the same general form as found uring their Period of Significance. The road should therefore retain a substantially similar right-

ole

historical, architectural, and engineering significance ust be compared to changes that have occurred after the Period of Significance.

- retain its original alignment (location, design, association) n route (setting, feeling, association)

design,

on)

,

ori significance. In short form, this would appear as “NM __ is recommended as elNa onal Register of Historic Places, under Criterion C (Engineering)”, with a descripti

s recommended in this category. A description of suggested categories is as follows:

in ring- the road is documented as a representative example of construction from the Period ficance identified. This means that a corridor mu

rac ristics to be clearly recognizable as a road from a Period of Significance, anchistoric culverts, bridges, drainage features,vegetation and topography related to a historic viewshed, the original roadway width, the origroad surfacing type, and the original roadway grade and alignment. There must also be a minimum of intrusive non-historic features and development, and solid documentation of construction pertinent to the identified Period of Significance. Lclearly illustrating the distinctive characteristics of that design philosophy, such as New Deal Civilian Conservation Corps park road using naturalistic principles in ds General Integrity Requirements for Criterion C: For all roads potentially eligible as historicproperties under Criterion C, these features need to be kept in mind: Edof-way width, roadway surfacing type, roadway width, roadway alignment, and associated structures (bridges, culverts, and drainage structures). Changes and Alterations- change is expected, since all roads are functional features in the landscape. The loss of a small number of associated historic road features will not result necessarily in the loss of historic integrity for a road corridor. However, the impact of change, alteration, and deterioration to a historic road corridor must be considered, relative to the whsegment under investigation. In some cases, the preservation of exceptional construction work may outweigh the negative effects on integrity caused by alteration in other aspects of the road corridor. In each instance, the documented m To Be Eligible- a road must:

- function as a transportatio- retain a high percentage of intact original features (materials, workmanship,

feeling, association) - retain unaltered or minimally altered road surfacing, right-of-way width, roadway width,

roadway grade, and roadway alignment (design, materials, setting, feeling, associati- retain similar vegetation and land uses adjacent to the roadway (setting, feeling

association)

25

A Road is Not Eligible if: - it has shifted alignment, particularly if structures or historic viewsheds have been altered

(affecting location, design, feeling, setting, and association) - a significant number of intrusive features, dating outside of the Period of Significance,

are present (affecting design, feeling, association, materials, and workmanship)

ce is

,

ric ources, and archival research will

veal details about historic roads that go well beyond what could be recovered through t

eriods of significance

. A Period of Significance an identified historic period in road development in New Mexico, which is tied to local,

al s, to construct a complete description of

hy a particular historic moment has significance in road history.

funded

ts ,

ighways in ew Mexico. The first attempts at creating El Camino Real Highway were begun.

1912 to 1926. Upon statehood in 1912, a State Highway Commis the Territorial Commission, such s on road and bridge con uc ely to visualize and create the first logical system of roads in New Mexico. US Higpass , s such as US 66 began to appear.

ew Deal Programs: dating from 1931 to 1940. New Mexico, being a land rich but money poor tate, has always been reliant on federal monies. During the Great Depression, relatively large

- the road has undergone changes to road surfacing, right-of-way width, roadway grade, or roadway alignment, so that the historic character and overall driving experiensignificantly altered (affecting design, setting, feeling, and association)

- changes in vegetation and land uses adjacent to the roadway have caused the historic character and overall driving experience to be significantly altered (affecting settingfeeling, and association)

Historic roads and Criterion D: Criterion D is not a practical application for in-use historoads. The other criteria sufficiently represent historic road resrearchaeological excavation of a road. More accurate recommendations are provided using the firsthree criteria for evaluation. p Any serious attempt to recognize the historic integrity of a highway as a cultural resource must begin by comparing physical remains with a “Period of Significance”isregional, and federal efforts to improve our state and national highways. The previous section on the history of road development in New Mexico can be used to flesh out the historic context for each period, but the researcher is encouraged to consult the State Highway Engineer bienniand annual reports directly, and any other past recordw The following is a list of the periods of significance for historic road research for publiclyroads in New Mexico: Territorial Period: dating from 1903 to 1912. The first public monies for highway improvemenwere secured by the 35th Territorial Legislature in 1903, for work on what was to become NM 1or El Camino Real Highway. In 1909, a Territorial Road Commission (Good Roads Commission) was created to oversee the repair, construction, and maintenance of hN Early Statehood: dating from

sion was created, which broadened the power and duties of a the authority to meet with counties and towns to plan and advise

str tion. The first State Engineer was appointed, James A. French, who began immediat

hway System: dating from 1926 to 50 years ago. The Federal Aid Highway Act was ed supporting the creation of inter-regional highways. In New Mexico, US Highway

Ns

26

amounts of New Deal funding came to New Mexico, resulting from Governor Clyde Tingley’s clos e Wo W , since m r effort. Post W building Intersta in 1956, w in 1957, to create the Cline’s Corners grade separation (this

ork has since been replaced with new construction).

ificance

onclusions

esearch on historic state highways requires detailed study, and the policies and methodology

st 0s

r ormation can be presented

ppendix F). Copies of the official past highway maps used in this report are also included for

worth a thousand words, an extensive section of NMDOT historic hotographs is provided in Appendix A. These photographs come from negatives that have been

ment, as an

rea, a former

MDOT photographer, for his efforts in protecting these valuable documents.

-of-way. Portions of tate highways are on non-NMDOT owned land. All land managing agencies, including the

!

e r lationship with President Franklin Roosevelt.

rld ar II: dating from 1941 to 1945. Very little work was accomplished during this periodany men were off to war, and materials used in road work were needed in the wa

orld War II: dating from 1946 to 50 years ago. Post WWII was a time of expansive across the nation, particularly by the early 1950s.

te System: dating from 1957 to 50 years ago. The Interstate Highway Act was passedith the first project begun

w Appendices B and D through G can also be used to flesh out important road development events in New Mexico and on the national level, which can be used to complete a Period of Signdescription. c Rrequired for completing research on NMDOT-owned highways are presented in detail in this report. A “Step-by-Step Guide” on how to identify and record historic roads in New Mexico is also available to help guide research (Appendix C). A table starting with present-day designations of roads and tracing them back to past designations has been compiled, and is a useful starting point in establishing a road history (Appendix D). An extensive description of paroad histories has also been compiled, from the perspective of Early Statehood through the 195(Appendix E). An example of a research project on a historic road segment has been included foreference, but should not be considered as the only way that this inf(Areference (Appendix G). In addition, for general public interest, but also as a reminder that photographs are indeedpcurated through the years by NMDOT photographers, and represent just a small fraction of their efforts. While these photographs were used to document aspects of a project, such as traffic flowproblems and safety issues, they remain as records of New Mexico’s highway develophonor to the New Mexicans who have served us as state workers creating our highways, and asimages of urban and rural New Mexico’s past. The author wishes to thank Martin PeN As with any cultural resource investigation, we encourage scholars to contact the NMDOT Environmental Section prior to beginning any study. Please note that all investigations conducted in the field, whether funded by the NMDOT or by other agencies or means, must have prior approval by all land managing agencies involved in highway rightsNMDOT, must be informed of all studies conducted on their property, regardless of the studyresults. We look forward to seeing future research on the historic state highways of New Mexico

27

Appendix A: NMDOT PHOTO ALBUM-

Selected photographs from the NMDOT negative collection

The collection of photographs included in this document was selected to illustrate how historic photographs can transcend their original intent as documents for a specific task, to become images that serve as primary historic documents of a particular period in time. These photographs were originally taken to record and evaluate places and events for highway department related work, such as traffic problems in Albuquerque, or construction of new highways. Not all of the selected photographs are of historic highways, but all illustrate a variety of historic details about life in New Mexico, and the work of the New Mexico Department of Transportation. Each photograph has the original negative number, description, and date recorded taken from the original negative sleeve. Additional information is included in parentheses. Special thanks are extended to Martin Perea, former NMDOT photographer, for continuing to curate these negatives during his tenure at the NMDOT, and for allowing access to and printing of the following images from this collection.

29

30

route 66

Figure 37: NMDOT Neg.#1680-4. View west towards Gallup, NM. Route 66 at base of cliff face. November 15, 1948.

Figure 38: NMDOT Neg.#1698-9. “Mr. John A. Kennedy’s car”. Route 66 at west end of Albuquerque. 1949.

31

Figure 39: NMDOT Neg. #1698-11. Truck on Route 66/US 85 in Albuquerque. 1949.

Figure 40: NMDOT Neg.#1699-3. Route 66 east of Albuquerque, heading to Tijeras Canyon. April 18, 1949.

32

Figure 41: NMDOT Neg.#1671-1. Route 66 east of Laguna Pueblo. 1948.

Figure 42: NMDOT Neg.#1676-7. Road work on Route 66.

September 15, 1948.

33

Figure 43: NMDOT Neg.#1680-5. Construction at Sedillo Hill, Route 66. November 15, 1948.

Figure 44: NMDOT Neg.#1669-3. Inspection Party, Sedillo Hill, Route 66. May 13, 1948.

34

Figure 45: NMDOT Neg.#1714-2. Route 66 through Tucumcari, NM. 1949.

Figure 46: NMDOT Neg.#1714-5. Route 66 through Tucumcari, NM. 1949.

35

Figure 47: NMDOT Neg.#1757-12. Route 66 through Tucumcari, NM, after construction. 1950.

Figure 48: NMDOT Neg.#1826-8. Route 66 through Gallup, NM. December 7, 1950.

36

Figure 49: NMDOT Neg.#1826-27. Route 66 heading to Gallup, NM. December 7, 1950.

37

Downtown Albuquerque

Figure 50: NMDOT Neg.#1737-11. Hilton Hotel, downtown Albuquerque. 1949.

Figure 51: NMDOT Neg. #1737-16. East side of the Post Office, downtown. 1949.

38

Figure 52: NMDOT Neg.#1737-20. Central Avenue between 5th and 6th streets. 1949

Figure 53: NMDOT Neg.#1737-6. Parking on the street for the Hilton Hotel. 1949.

39

Figure 54: NMDOT Neg.#1753-24. Central Ave and 2nd Street, Albuquerque. 1949.

Figure 55: NMDOT Neg.#1753-46. Central Ave and 4th Street, Albuquerque.1949.

40

Figure 56: NMDOT Neg.#1737-46. 14th Street and Central Avenue. 1949.

Figure 57: NMDOT Neg.#1737-51. West Central Avenue, 600 block. 1949.

41

Figure 58: NMDOT Neg.#1737-53. Traffic study street interview. 1949.

Figure 59: NMDOT Neg.#1753-23. 2nd Street and Central Avenue. 1949.

42

Figure 60: NMDOT Neg.#1753-27. 2nd Street and Central Avenue. 1949.

Figure 61: NMDOT Neg.#1753-31. 2nd Street and Central Avenue. 1949.

43

Figure 62: NMDOT Neg.#1737-12. Hilton Hotel. 1949.

Figure 63: NMDOT Neg.#1737-13. Parking lot [at Central and 3rd Street?]. 1949.

44

Figure 64: NMDOT Neg.#1737-18. Santa Fe Railroad train station. 1949.

Figure 65: NMDOT Neg.#1737-4. Sears building downtown. 1949.

45

Figure 66: NMDOT Neg.#1737-44. Woolworth building, Central Ave (Route 66). 1949.

Figure 67: NMDOT Neg.#1737-5. Downtown Albuquerque. 1949.

46

Figure 68: NMDOT Neg.#1753-26. Central Avenue (Route 66). 1949.

Figure 69: NMDOT Neg.#1753-28. Central Avenue (Route 66). 1949.

47

Figure 70: NMDOT Neg.#1753-44. Woolworth building. 1949.

Figure 71: NMDOT Neg.#1753-46. Woolworth building. 1949.

48

Other Albuquerque photos

Figure 72: NMDOT Neg.#1737-29. Traffic study home interview. 1949.

Figure 73: NMDOT Neg.#1737-49. Nob Hill shopping center. 1949.

49

Figure 74: NMDOT Neg.#1743-4. Wyoming and Central avenues. 1949.

Figure 75: NMDOT Neg.#1753-1. Albuquerque city limits. 1949.

50

Figure 76: NMDOT Neg.#1753-53. Bridge on Route 66 through Albuquerque [Central Ave over the Rio Grande?]. 1949.

51

Construction equipment

Figure 77: NMDOT Neg.#1676-4. Loboy trailer, tractor, and scraper. Construction on Route 66. September 15, 1948.

Figure 78: NMDOT Neg.#1676-8. Scraper, tractor, and backhoe. Construction on Route 66. September 15, 1948.

52

Figure 79: NMDOT Neg.#1690-5. Equipment demonstration, Engineering Conference. March 21, 1949.

Figure 80: NMDOT Neg.#1698-1. Striping crew and equipment, West Central Ave. (Route 66). 1949.

53

Figure 81: NMDOT Neg.#1706-1. Hopper with white chips. 1949.

Figure 82: NMDOT Neg.#1710-1. Highway plane and pilot, Joe Mitchell. 1949.

54

bridgeS

Figure 83: NMDOT Neg.#1670-2. Construction of second Otowi bridge. April, 1948.

Figure 84: NMDOT Neg.#1670-3. First Otowi bridge in background, new bridge construction. April, 1948.

55

Figure 85: NMDOT Neg.#1669-5. Concrete box culvert construction on Sedillo Hill, Route 66. May 13, 1948.

56

Highway offices and people

Figure 86: NMDOT Neg.#1683-1. District 2 office, Roswell, NM. January 7, 1949.

Figure 87: NMDOT Neg.#1683-4. District 2 office interior, Roswell, NM. January 7, 1949.

57

Figure 88: NMDOT Neg.#1685-1. State Highway Engineer Burton Dwyre and Secretary, General Office, Santa Fe, NM. 1940.

58

Figure 89: NMDOT Neg.#1687-1. District 4 office, Las Vegas, NM. March 3, 1949.

Figure 90: NMDOT Neg.#1687-4. District 4 office interior, Las Vegas, NM. March 3, 1949.

59

Figure 91: NMDOT Neg.#1693-1. Highway Engineering Conference, University of New Mexico. Spring 1949.

Figure 92: NMDOT Neg.#1695-5. Bid letting at the State Capitol Building. 1949.

60

Figure 93: NMDOT Neg.#1696-2. Last three-man State Highway Commission Meeting. 1949

Figure 94: NMDOT Neg.#1696-5. Traffic safety cone. 1949.

61

Figure 95: NMDOT Neg.#1733-3. Highway Department picnic. Summer 1949.

Figure 96: NMDOT Neg.#1733-6. Highway Department picnic. Summer 1949.

62

Figure 97: NMDOT Neg.#1732-2. Highway Sign Shop, at old Japanese WWII Detention Camp (now Casa Solana shopping center). 1949.

Figure 98: NMDOT Neg.#1732-7. Highway Sign Shop, at old Japanese WWII Detention Camp (now Casa Solana shopping center). 1949.

63

Figure 99: NMDOT Neg.#1758-2 Olaf Jorgensen, draftsman, making official tourist map for 1950. Photo taken December 14, 1949.

64

Appendix B: events in new mexico and u.s.

highway development

65

66

YEAR LAW or EVENT RESULTS 1903 NM Territorial Legislature allocated

first public funds to NM roads First public funds used to improve El Camino Real Highway. Money pays convict labor to work on road between Las Vegas and Ocate Creek.

1905 El Camino Real Act, by 36th NM Territorial Legislature

Improves portion of El Camino Real Highway as the first automobile highway in NM, using $10,000.

1909 NM Territorial Commission created (Good Roads Commission)

Enacted by Territorial Legislature, with Governor serving as Chairman. “Road Fund” created.

1912 New Mexico State Highway Act Creation of official state highways and State Road Fund. Creation of NM State Highway Commission and County Road Board, appointment of first State Engineer (serves as both water and highway engineer).

1914 Establishment of American Association of State Highway Officials (AASHO)

Advocates for state and national road improvements and standards for road work.

1916 Federal Aid Road Act Provides federal money for state road improvement projects. Focus on rural post roads over long-distance roads.

1917 NM Legislature creates two acts in response to Federal Aid Road Act

The State Highway Commission manages federal aid projects, with federal aid matched on a 50-50 basis. Office of State Highway Engineer created. A one mill state levy was created, and half of the motor vehicle license fee applied to state highway funds.

1919 Federal aid comes to NM roads. County roads removed from state highway work (Chapter 99 of 1919 Session Laws of New Mexico).

First oiled surface roads in NM. First FAP is on El Camino Real Highway, Raton to Ocate Creek. 1919 state legislature removed county road work from state highway concern, so State Highway Commission could focus on state road system improvements.

1921 Federal Highway Act Federal aid given to federal aid highways, not to exceed 7 % of all roads in state, 3/7 must be interstate roads, up to 60% could be used in interstate routes.

1931,1932 Emergency Construction Act, Emergency Relief and Construction Act

First federal monies to aid in unemployment through funding road construction. Advanced again in 1932, with larger sums.

1933, 1934 National Recovery Act Hayden-Cartwright Act

Greatly increased the amount of federal aid and the kind of work supported. Hayden-Cartwright brought more money through fiscal years 1936-1937.

1938 Federal Aid Highway Act Funded study by Bureau of Public Roads on feasibility of supporting national highways. Study recommended that free (non-toll) interregional highways be created by following existing roads where possible.

1956 Interstate Highway Act Although past federal law authorized designation of a national system of interstate highways, no funding was allocated. The 1956 Interstate Highway Act provided for 65,000 km system of interstate and defense highways to be built within 13 years, with federal share at 90% to get the job done.

1956 First Interstate Highways Aug. 2, 1956: Missouri first to award a contract for interstate funding, for upgrades to US 66 and US 40.

1957 AASHO develops standards for interstate highway signage

Numbering scheme for interstate highways developed, and the design for the red, white, and blue interstate shield.

67

68

Appendix c: step-by-step recording guide This guide lists all of the resources needed to compile a complete history of a highway, for assessment as an eligible property to the National Register of Historic Places. After compiling your information, consult the text section on “Criteria for Eligibility” to complete your evaluation. Your final written evaluation will either be part of a larger cultural resource inventory report, or a stand-alone document, but must follow the standards described in the NMDOT Cultural Resource Guidelines (most recent version).

69

70

Steps What/Where Comments Step 1: Past Biennial or Annual Reports of State

Highway Engineers. Found at libraries at UNM and State Library, to name a few sources.

Look for a list of completed projects, usually in the back of the report. A description of projects, with project numbers and type of project, is detailed. Historical context information can also be taken from these reports. Include all pertinent information in your report, such as listing all past projects (reference year, project number, project description, and cite author/title/pg)

Step 2: Past Plan and Profiles of your road project area. Found at NMDOT Records and Document Control Office (in building SB-5 at the Santa Fe NMDOT office complex, on Alta Vista Rd. We can help you get there if need be). Records from 1956 and earlier are kept here.

You can either bring a map and show this to the staff at this office and/or bring the project number from a Biennial/Annual Report for them to find. *It is best to show them on the map the location that you need to research. They will find the old project numbers through their process, and get what you need. -Ask for a complete set of whatever they have on microfiche. -Get good, readable copies if possible. -Pay close attention to the Cover Sheet, which has the date the project was signed off, as well as the project number, and project location map. -Make sure to get copies of the sheet that has the road Typical Sections (standard road widths for that era), needed to document any changes in road width from past to present.

Step 3: Copies of old Official highway maps. Original copies can be found at various libraries, including the MNM History Library, on Washington Ave. in downtown Santa Fe (there is a fee for copies-call for details).

Ask for copies of all maps you will need. Either scan in or photocopy the road section you are studying, for inclusion in your report. Major changes in road alignments can also be tracked this way, and help build a road history.

Step 4: Contact the NMDOT Environmental Section for: 1. Past history from 1956 to present on a

road 2. Bridges that may be present in a road

segment researched

Please include this information in your road history, to build a complete record.

Step 5: Conduct a windshield survey of the road or road section under investigation.

Add the description of what the road looks like now to your report, and use it to compare with historical information. -Note approximate widths of lanes, shoulders, etc. to compare with older records (you can pace off for approximate, or actually measure if you so desire- just be safe whatever you do!). -Look for any historical structures that may be associated with the road, such as old gas stations, old hotels, etc. -Photograph structures, and discuss in text of report. -Fill out HCPI forms if potentially eligible NRHP structures are present.

Step 7: FINALIZING YOUR FINDINGS: Using all of the information collected, create a final assessment: -include photo copies or scanned images of maps, bridges, and all pertinent structures - use evidence from windshield survey compared to past records to build your road history - use this information to make a recommendation for eligibility to the NRHP

Follow the NMDOT Cultural Resource Guidelines, whether this report is a stand-alone document, or a section in a CR inventory report (cite all references, and list references used, as with any CR report). * Appendix C has an example of a historic road history.

71

72

Appendix d: modern road designations

and their past history

73

74

75

Please Note: this information traces back from 2004 road locations and designations, to discover the history of present day roads. Please also note that road designations change dramatically over time, so that an older road designation may still exist but be in a totally different part of the state, or may not presently exist (example: old NM 19 used to be between Belen and Encino, which is now part of US 60 and NM 47; present day NM 19 is north of Clovis). Key: * change in alignment from earlier date; - not on map/doesn’t exist yet; ? road present but not numbered Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map *I-10 TX-Anthony-Las Cruces-AZ

Part of US 70/80? Part of US 70/80?

Part of US 70/80?

Part of US 80?

Part of US 80?

Part of US 80?

Part of US 80?

Parts of NM 4?

Parts of NM 4?

Parts of NM 4?

*I-25 CO-Raton-Las Vegas-Santa Fe-Albq-Las Cruces-TX

Parts of US 85? Parts of US 85?

Parts of US 85?

Parts of US 85?

Parts of US 85?

Parts of US 85?

Parts of NM 1?

Parts of NM 1?

Parts of NM 1?

Parts of NM 1?

*I-40 AZ-Gallup-Grants-Albuquerque-Santa Rosa-Tucumcari-TX

Parts of US 66? Parts of US 66?

*Parts of US 66?

Parts of US 66?

Parts of US 66?

Parts of US 66?

Parts of US 66?

- - -

US 54 TX-Tucumcari-Santa Rosa-Alamogordo-TX

US 54 US 54 US 54 US 54 US 54, NM 3, US 70

US 54, US 366

US 54, US 366

NM 18, NM 3, NM 50

NM 18, NM 3, NM 50

NM 18 and NM 3 (didn’t have S third portion)

US 56 Springer-Clayton-OK

NM 58 NM 58 NM 58 NM 58 NM 58 NM 58 *NM 58 NM 58 NM 58 -

US 60 TX-Clovis-Vaughn-Bernardo-Socorro-AZ

US 60 US 60 US 60 US 60 *US 60 *US 60 US 70 NM 19, *NM 108, NM 1, NM 5

NM 19, NM 1, NM 5

NM 19, NM 1, NM 5

US 62 TX-Hobbs-Carlsbad-TX

US 62 US 62 US 62 *US 62 *US 62 US 62 NM 18 Part of NM 15

Part of NM 15

Part of NM 15

*US 64 OK-Clayton-Raton-Eagle Nest-Taos-Tres Piedras-Chama-Dulce-Farmington-Shiprock-AZ

US 64, part of US 84, NM 111, NM 17, US 550

US 64, part of US 84, NM 111, NM 17, US 550

US 87, part of old US 64

*US 87, part of old US 64

US 385, part of old US 64

US 385, part of old US 64, US 485

*US 385, part of old US 64, US 485

NM 37, NM 21, NM 33, NM 8

NM 37, NM 21, NM 33, NM 8

NM 37, NM 21, NM 33, NM 8

US 70 TX-Clovis-Roswell-Tularosa-Alamogordo-Las Cruces- Lordsburg-Franklin,AZ

US 70 US 70 US 70 US 70, US 380, NM 3, US 80, US 180

US 70, US 380, NM 3, US 80, US 180

US 366, NM 3, US 80, US 180

US 366, NM 3, US 80, US 180

NM 19, NM 18, NM 13, NM 16, NM 3, NM 4, NM 45

NM 19, NM 18, NM 13, NM 16, NM 3, NM 4, NM 45

NM 19, NM 18, NM 13, NM 16, NM 3, NM 4, NM 45

US 82 TX-Lovington-Artesia-Alamogordo

*NM 337, NM 83

NM 83 NM 83 NM 83 NM 83 NM 83 NM 83, NM 34

- - -

76

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map US 84 TX-Clovis-Fort Sumner- Romeroville- Santa Fe-Española- Chama-Chromo,CO

US 84 US 84 US 84, US 285, NM 17

US 60, NM 20, US 66, US 64, *US 285

US 70, NM 20, US 66, US 64, NM 2

US 60, NM 20, US 66, US 485, NM 2

US 70, *NM 20, US 66, US 485, NM 2

NM 19, NM 20, NM 56, NM 1, NM 8, NM 36

NM 19, NM 20, *NM 56, NM 1, NM 8, NM 36, NM 36a

NM 19, NM 20, NM 1, NM 8, NM 36

US 180 TX-Anthony- Las Cruces- Deming- Silver City- Luna- AZ

US 85, US 70/80, US 260, NM 12

US 85, US 70, US 80, US 260, NM 12

US 85, US 70/80, US 260

US 85, US 80, NM 11

US 85, US 80, NM 11

US 85, US 80, NM 11

US 85, US 80, *NM 11

NM 1, NM 4, NM 11, NM 12

NM 1, NM 4, NM 11, NM 12

NM 1, NM 4, NM 11, NM 12

*US 285 TX- Carlsbad- Roswell- Vaughn- Santa Fe- Santa Cruz- Tres Piedras- CO

US 285 *US 285 US 285, NM 74

US 285, NM 74

NM 2, NM 74

NM 2, NM 74

NM 2, NM 74

NM 2, NM 8, *NM 74

NM 2, NM 8

NM 2, NM 8

US 380 TX- Roswell- Carrizozo- San Antonio

US 380 US 380 US 380 US 380 US 380 US 62, NM 13, US 366, US 566

NM 13, US 366, *US 566

NM 13 NM 13 NM 13

US 550 (c.2002) Bernalillo-Cuba-Bloomfield-CO

NM 44, NM 544, US 550

NM 44, US 550

NM 44, US 550

NM 44, NM 55, US 550

NM 44, NM 55, NM 19

NM 44, NM 55, NM 19

NM 44, *NM 55, NM 19

NM 55, *NM 44, NM 32

NM 55, NM 44, NM 32

NM 55, NM 44, NM 32

US 666 [now US 491, c. 2003] Gallup- Shiprock-CO

US 666 US 666 US 666 US 666 US 666 US 666 *US 666 NM 32 NM 32 NM 32

NM 1 Socorro-S near Elephant Butte on I-25

Part of US 85 Part of US 85 Part of US 85 Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 2 Artesia-Lake Arthur-Hagerman-Roswell

Part of US 285 Part of US 285 Part of US 285 Part of US 285

Part of US 285

Part of NM 2?

Part of NM 2?

Part of NM 2?

Part of NM 2?

Part of NM 2?

*NM 3 Duran-Encino-Villanueva-S San Ysidro

NM 3 *NM 3 Part of NM 3 Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

NM 23? NM 23? NM 23?

NM 4 San Ysidro-Jemez Springs-White Rock-ending at NM 502

NM 4 *NM 4 *NM 4 NM 4 NM 4 NM 4 NM 4 Part of NM 7

Part of NM 7

Part of NM 7

NM 5 Not on present map

NM 6 Los Lunas-I-40

Part of NM 6 Part of NM 6 Part of NM 6 Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of NM 6

Part of NM 6

Part of NM 6

77

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 7 Whites City to Carlsbad Caverns National Park

NM 7 NM 7? NM 7? NM 7? NM 7? NM 7? NM 7? - - -

*NM 8 Eunice-Monument-W of Hobbs on US 62

NM 8 *NM 8 NM 8 NM 8 *NM 8 *NM 8 NM 8? - - -

*NM 9 Santa Teresa-Columbus-Hacita-Animas-AZ

NM 9 NM 9 NM 3 NM 3 *NM 3 NM 3 *NM 3 Part of NM 83

- -

NM 10 Not on present map

NM 11 Deming-Columbus-TX

NM 11 NM 11 NM 11 Part of NM 11

Part of NM 11

Part of NM 11

*Part of NM 11

NM 29 *NM 29 NM 29

NM 12 Datil-Reserve-US 180

NM 12 NM 12 NM 12 NM 12 NM 12 NM 12 *NM 12 NM 12 NM 12 NM 12

*NM 13 W of Artesia on US 82 N to US 285 S of Roswell

NM 13 NM 13 NM 13 *NM 13 NM 13 NM 13 *NM 13 NM 51 NM 51 -

NM 14 S of Santa Fe-Cerrillos-Madrid-Golden-Cedar Crest-I 40

Part of NM 10 Part of NM 10 Part of NM 10 Part of NM 10

*Part of NM 10

NM 10 NM 10 NM 10 NM 10 NM 10

NM 15 Silver City-Pinos Altos-N to Gila Cliff Dwellings National Monument

Part of NM 25 Part of NM 187

Part of NM 187

- - - - - - -

NM 16 I 25-Cochiti Lake-Cochiti Pueblo

? ? ? - - - - - - -

NM 17 Chama-CO border

NM 19 NM 19 Part of NM 17 Part of NM 17

Part of NM 17

Part of NM 17 ?

Part of NM 17 ?

? Part of NM 36 ?

Part of NM 36

*NM 18 TX-Jal-Hobbs-Lovington

Part of NM 18 Part of NM 18 Part of NM 18 *Part of NM 18

Part of NM 18

Part of NM 8, *part of NM 83

Part of NM 8

- - -

NM 19 From NM 209-Friona (all north of Clovis)

- - - - - - - - - -

NM 20 N of Roswell-Fort Sumner

NM 20 *NM 20 Part of NM 20 *Part of NM 20

Part of NM 20

Part of NM 20

*Part of NM 20

Part of NM 20

Part of NM 20

Part of NM 20

NM 21 Springer-Cimarron

NM 199, Part of NM 21

NM 199, Part of NM 21

*NM 199, Part of NM 21

Part of NM 58

Part of NM 58

Part of NM 58

*Part of NM 58

Part of NM 58

Part of NM 58

-

78

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 22 I 25-Cochiti Lake

- ? ? - - - - - - -

NM 23 Not on present map

NM 24 US 82-Dunken-Piñon-Weed-NM 130

Part of NM 24 Part of NM 24 NM 33, Part of NM 24

NM 33, Part of NM 24

Part of NM 13 and 24

Part of NM 33 and 24

Part of NM 33 and 24

Part of NM 24 (Piñon-Weed)

Part of NM 24 (Piñon-Weed)

Part of NM 24 (Piñon-Weed)

NM 25 Not on present map

NM 26 N of Deming-Nutt-Hatch

NM 26 NM 26 Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

Part of NM 26, NM 27

NM 27 Nutt-Hillsboro

NM 27 NM 27 Part of NM 26 Part of NM 26

Part of NM 26

Part of NM 26

Part of NM 26

Part of NM 26

Part of NM 26

Part of NM 26

*NM 28 Las Cruces-La Mesilla—Mesquite-Chamberino-Sunland Park-I-10/25

NM 28 NM 28 *NM 28 NM 28 *NM 28 NM 28 - NM 28 NM 28 NM 28

NM 29 A point on NM 17, N of Chama for 1.05 mi

- - ? ? ? ? ? NM 36a? - -

NM 30 San Ildefonso Pueblo-Santa Clara Pueblo-Española

? ? ? ? ? ? ? NM 101 - -

NM 31 US 285 (N of Loving)-US 62/180 [all east of Carlsbad]

Part of NM 31 - - - - - - - - -

NM 32 Quemado-Apache Creek

Part of NM 32 Part of NM 32 Part of NM 32 Part of NM 32

Part of NM 32

- - - - -

NM 33 Not on present map

NM 34 Rowe-US 285

- - - - - - - - - -

*NM 35 NM 152-Mimbres-Lake Roberts-NM 15 [NE of Silver City]

Part of NM 61 Part of NM 186 and 187

Part of NM 187

- - - - - - -

NM 36 Quemado-Fence Lake-NM 53

NM 117, Part of NM 36 and 32

NM 117, Part of NM 36 and 32

*Part of NM 32

Part of NM 32

*Part of NM 32

NM 32 *NM 32 Part of NM 32

Part of NM 32

-

NM 37 From US 70, north to E of Carrizozo

NM 37 NM 37 NM 37 NM 37 NM 37 NM 37 *NM 37 ? - -

79

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 38 Questa-Rd River-Eagle Nest

Part of NM 38 Part of NM 38 Part of NM 38 Part of NM 38

Part of NM 38

Part of NM 38

Part of NM 38

Part of NM 38

Part of NM 38

NM 38

*NM 39 Logan-Mosquero-Roy-Abbott

Part of NM 39 [longer]

Part of NM 39 Part of NM 39 * Part of NM 39

Part of NM 39

Part of NM 39

* Part of NM 39

*NM 102 and NM 39

Part of NM 39

Part of NM 39

NM 40 Not on present map

NM 41 US 285-Galisteo-Stanley-Moriraty-Estancia-US 60

*Just S of Lamy-W of Willard

Lamy-W of Willard

*Lamy-W of Willard

*Lamy-Willard- N of Carrizozo

Lamy-Willard- N of Carrizozo

Lamy-Willard- N of Carrizozo

*Lamy-Willard- N of Carrizozo

Lamy-Willard

Lamy-Willard

Lamy-Willard

NM 42 Willard-Cedarvale-Corona

*NM 42 NM 42 NM 42 NM 42 NM 42 - - NM 100 - -

NM 43 – 44 Not on present map

NM 45 From NM 314 at Isleta Pueblo N on Coors Blvd to Central Ave

NM 45 - - - - - - Part of NM1?

Part of NM 1?

Part of NM 1

NM 46 Not on present map

*NM 47 US 60-E of Belen-Bosque Farms-Isleta Pueblo-Albuquerque

Part of old NM 6, part of NM 47

Part of old NM 6, part of NM 47

NM 52, part of NM 47

NM 52, part of NM 47

NM 52, part of NM 47

- - Part of NM47

Part of NM 47

-

*NM 48 Hollywood-Ruidoso-Angus-Capitan

Part of NM 48 Part of NM 48 *Part of NM 48

? ? Part of NM37

Part of NM 37

? - -

NM 49 Not on present map

NM 50 Glorieta Exit I-25 to NM 63 in Pecos

? ? Part of US 66/84/85?

Part of US 66/84/85?

Part of US 66/85?

Part of US 66/85?

Part of US 66/85?

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 51 T or C to Engle

Part of NM 52 Part of NM 52 Part of NM 52 Part of NM 52

Part of NM 52

Part of NM 52

Part of NM 52

NM 26 NM 26 NM 26

*NM 52 I 25 near T or C NW to Cuchillo, Winston, Dusty, ends at US 60

Part of NM 52 and NM 78

Part of NM 52 *Part of NM 52

Part of NM 52

*Part of NM 52

Part of NM 52

*Part of NM 52

*NM 52 NM 52 -

NM 53 Grants-Ramah-Zuñi Pueblo-AZ border

Part of NM 53 Part of NM 53 Part of NM 53, NM 36

Part of NM 53, NM 36

Part of NM 53, NM 32, NM 36

Part of NM 53, NM 36

Part of NM 53, NM 36

Part of NM 54

Part of NM 54

-

80

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 54 Not on present map

*NM 55 US 54-Gran Quivira Natl Monument-Estancia

Part of NM 10, NM 55 Part of NM 10, NM 55

*Part of NM 15

*Part of NM 15

Part of NM 15

Part of NM 15

Part of NM 15

- - -

NM 56 Not on present map

*NM 57 US 550 at Blanco Trading Post-Chaco Canyon-Navajo Road 14

Part of NM 56 Part of NM 56

Part of NM 56 Part of NM 35

Part of NM 35

Part of NM 35

*Part of NM 35

Part of NM 35

- -

NM 58 Cimarron E to I-25

Part of NM 58 Part of NM 58

Part of NM 58 Part of NM 58

Part of NM 58

Part of NM 58

*Part of NM 58

Part of NM 58

Part of NM 58

-

NM 59 (W of T or C) NM 52 west to Black Mtn

- - - - - - - - - -

NM 60 Not on present map

*NM 61 From US 180 N of Deming, N to NM 152

Part of NM 61 Part of NM 61

Part of NM 61 *Part of NM 61

? ? *? NM 61 - -

NM 62 Not on present map

NM 63 From I 25 Rowe exit-Pecos-Terrero-Cowles

*NM 63 ? NM 63 NM 63, part of US 66

Part of US 66

NM 63, part of US 66

NM 63, part of US 66

? - -

NM 64 Not on present map

*NM 65 Las Vegas N to El Porvenir

Part of NM 65 Part of NM 65

Part of NM 65 Part of NM 65

Part of NM 65

Part of NM 65

Part of NM 65

Part of NM 22

Part of NM 22 ?

Part of NM 22 ?

NM 66 Not on present map

NM 67 From NM 104 (E of Las Vegas) south to La Liendre

NM 67 *? *NM 20- completely new alignment

NM 67 NM 67 NM 67 NM 67 *NM 67 NM 20 NM 20

NM 68 Española-Alcalde-Velarde-Embudo-Ranchos de Taos-Taos

Part of US 64 Part of US 64 Part of US 64 Part of US 64

Part of US 64

Part of US 485

Part of US 485

Part of NM 8

Part of NM 8

Part of NM 8

NM 69 – 71 Not on present map

81

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 72 Raton-Yankee-Folsom

Part of NM 72 Part of NM 72 Part of NM 72

Part of NM 72

Part of NM 72

Part of NM 72

Part of NM 72

Part of NM 72

- -

NM 73 Peñasco SE to Rodarte and Llano

- - - - - - - - - -

NM 74 From NM 68 N of Española, thru San Juan Pueblo to US 84

- - - - - - - - - -

NM 75 From NM 68 at Embudo E,NE to NM 518

NM 75 *NM 75 NM 75 NM 75 NM 75 - - NM 75 - -

NM 76 Española-Chimayo-Truchas-Trampas-Chamisal-NM 75

NM 76 ? ? ? ? ? ? NM 77 - -

NM 77 NM 209-Pleasant Hill-TX [all N/NE of Clovis]

- - - - - - - - - -

NM 78 US 180-Mule Creek-AZ border [all NW of Silver]

NM 78 NM 78 NM 78 NM 78 NM 78 NM 78 NM 78 - - -

NM 79 Not on present map

NM 80 From I-10 at Road Forks south to Rodeo and AZ

Part of US 80 Part of US 80 Part of US 80

Part of US 80

*Part of US 80

Part of US 80

*Part of Us 80

NM 42 Part of NM 4

Part of NM 4

NM 81 Hachita-Antelope Wells- Mexican border

*Part of NM 81 Part of NM 81 - - - - - - - -

NM 82 Not in present system

NM 83 Lovington E to NM 132

NM 83 Part of NM 83 NM 34 *Part of NM 34

Part of NM 34

Part of NM 34

*Part of NM 34

Part of NM 82

- -

NM 84 – 87 Not in present system

NM 88 Portales-Arch-TX border

NM 88 - - - - - - - - -

NM 89 House-NM 268 [all NE of Ft. Sumner]

Part of NM 89 - - - - - - *Part ofNM 89

Part of NM 57

-

82

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 90 Silver City-Tyrone-White Signal-US 70 N of Lordsburg

NM 180 NM 180 *NM 180 US 180 US 180 US 180 US 180 NM 42 NM 42 NM 42

NM 91 Santa Rosa S to Blue Hole and Puerto de Luna

? ? ? ? ? ? ? Part of NM20

Part of NM 57

Part of NM 20

NM 92 US 70-Virden-AZ border

? ? ? ? NM 82 NM 82 *NM 82 Part of NM 106

- -

*NM 93 I-40 to Endee and south (west of Glenrio)

Part of NM 93 Part of NM 93

Part of NM 93

- - - - - - -

*NM 94 Sapello N to Mora

NM 94 - - - - - - Part of NM95

Part of NM 21

Part of NM 21

NM 95 From US 64 in Los Ojos SW to County Rd 322 [N of Tierra Amarilla]

Part of NM 95 Part of NM 95

Part of NM 95

- - - - - - -

NM 96 From US 550 N to Regina-Gallina-Coyote-ending at US 84

NM 96 NM 96 NM 96 NM 96 Part of NM 96

Part of NM 96

*Part of NM 96

Part of NM 96

- -

NM 97 Watrous-Valmora

- - - - - - - Part of NM1

- -

NM 98 – 100 Not in present system

NM 101 From NM 28 in Las Cruces E to NM 478

- - - - - - - - - -

NM 102 From NM 39 E of Mosquero NE via Bueyeros to NM 402

*Parts of NM 65, NM 171, and NM 57

Parts of NM 65 and NM 57

Parts of NM 65 and NM 57

- - - - Part of NM84 (only to Bueyeros)

- -

NM 103 From NM 32 E to Quemado Lake

- - - - - - - - - -

NM 104 Las Vegas E to Tucumcari

*NM 104 Parts of NM 65, NM 104, NM 129

Parts of NM65, NM 104, NM 129

Part of NM 65 (to Trujillo only)

Part of NM 65 (to Trujillo only)

Part of NM 65 (to Trujillo only)

Part of NM 65 (to Trujillo only)

Maybe part of NM 93

- -

NM 105 From NM 94 S of Mora, NW to Ronciada and Gascon

*NM 105 - - - - - - Part of NM95

- -

83

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 106 From US 84/285 S of Española to Santa Cruz

- - - - - - - - - -

NM 107 From NM 1 S of San Marcial, NW to Magdalena

NM 107 NM 107 NM 107 NM 107 ? - - - - -

NM 108 From US 60 E of Clovis, N to NM 19

- - - - - - - - - -

NM 109 E of Bosque, N to NM 309 [all in Belen]

- - - - - - - - - -

*NM 110 From NM 554 in El Rito, to NW [all NW of Ojo Caliente]

Part of NM 110

Part of NM 100

Part of NM 100

- - - - ? - -

NM 111 N of Ojo Caliente, N to Canon Plaza

Part of NM 111 Part of NM 110

Part of NM 110

- - - - ? - -

NM 112 N of Regina-El Vado Dam-Los Ojos

NM 112 NM 112 NM 112 - - - - - - -

NM 113 I-10 S to NM 9 [all SE of Lordsburg]

- - - - - - - - - -

*NM 114 Elida-Dora-Causey-Lingo-TX border [all S of Portales]

Part of NM 116 *Part of NM 92

Part of NM 92

Part of NM 92

Part of NM 92

Part of NM 92

Part of NM 92

- - -

NM 115 S of Tierra Amarilla, E to Canjilon

? - - - - - - - - -

NM 116 Bernardo at US 60, N to Belen

- - - - - - - Part of oldNM 1?

Part of old NM 1?

Part of old NM 1?

NM 117 From I-40 south to NM 36 [along east side of Malpais, SE of Grants]

- - - - - - - - - -

NM 118 AZ border E to Iyanbito [AZ to Gallup area]

Part of US 66/666 Part of US 66/666

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of NM 6

Part of NM 6

Part of Nm 6

NM 119 Dilia (on US 84 S of Romeroville), W to Anton Chico

? ? ? - - - - Part of NM70?

- -

84

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map *NM 120 Black Lake (S of Angel Fire) E to Ocate, Wagon Mound, Roy, to US 56

Part of NM 120 (only from Ocate E)

Part of NM 120 (includes route as per today)

Part of NM 120 (includes route as per today)

*Part of NM 120 (includes route as per today)

Part of NM 120

Part of NM 62

*Part of NM 62

Part of NM 62 and 94

- -

NM 121 Holman-Chacon (NW of Mora)

- - - - - - - - - -

NM 122 Continental Divide exit on 1-40 thru Milan to South side of Grants

Part of US 66 Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of NM 6?

Part of NM 6?

Part of NM 6?

NM 123 Not in present system

NM 124 From E end of Grants, east to san Fidel, Laguna Pueblo, to I-40

Part of US 66 Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of NM 6?

Part of NM 6?

Part of NM 6?

NM 125 From E of Tatum, NE to TX border [N of Hobbs]

NM 125 - - - - - - - - -

NM 126 From Cuba SE to N of Jemez Springs

NM 126 NM 126 *NM 126 *Part of NM 4

Part of NM 4

- - - - -

NM 127 S of Eagles Nest, W to Ildewild

- - - - - - - - - -

*NM 128 From NE of Loving, east to Jal and the TX border

NM 128 [only Jal to TX] - - - - - - - - -

NM 129 Newkirk exit on I-40 north to Mesa Rica

*NM 129 [stops at NM 104]

NM 129 [to Conchas Dam]

*NM 129 Part of NM 67

Part of NM 67

Part of NM 67

*Part of NM 67

-

- -

NM 130 Cloudcroft SE to Mayhill

Part of NM 24 Part of NM 24

*Part of NM 24

Part of NM 24

Part of NM 24

Part of NM 24

Part of NM 24

Part of NM 24

Part of N 24 Part of NM 24

NM 131 Manzano S to Manazano State Park

- - - - - - - - - -

NM 132 Hobbs N and E to TX

NM 132 NM 132 NM 132 - - - - - - -

NM 133 NM 132-Tx border

- - - - - - - - - -

NM 134 Sheep Springs [N of Gallup] SW to Crystal , ending at Navajo

*? ? - - - - - - - -

85

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 135 Not in present system

NM 136 Santa Teresa Port of Entry to TX

- - - - - - - - - -

NM 137 TX N to US 285 NW of Carlsbad

- - - - - - - Small partof old NM 24

Small part of old NM 24

Small part of NM 24

NM 138 In Las Cruces: from NM 478, E on Tortugas Rd, N on Espina St to I-10

- - - - - - - - - -

NM 139 Not in present system

NM 140 E of Hatch to Rincon exit on I-25

- - - - - - - - - -

NM 141 Not in present system

*NM 142 NW of T or C, NW to Monticello

NM 142 [was longer]

NM 142 NM 142 ? - - - - - -

NM 143 Rock Hound State Park Road (SE of Deming)

- - - - - - - - - -

NM 144 N of Las Vegas, W to Camp Luna TVI

- - - - - - - - - -

NM 145 NM 80 S of Road Forks, E to NM 338

- - - - - - - - - -

NM 146 Hachita N to I-10

NM 146 Part of NM 81

NM 81 NM 81 - - - - - -

NM 147 Isleta Pueblo E to NM 47

- - - - - - - - - -

NM 148 – 149 Not in present system

NM 150 US 64 N of Taos, N to the Taos Ski Valley

- - - - - - - - - -

NM 151 Not in present system

NM 152 E of Silver City, SE to Caballo

Part of NM 180 Part of NM 180

Part of US 180

Part of US 180

Part of US 180

Part of US 180

*Part of US 180

Part of NM 48

Part of NM 48

-

86

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 153 Gila to NE

- - - - - - - - - -

NM 154 NM 185 E to NM 140 [all SE of Hatch]

- - - - - - - - - -

NM 155 Not in Present system

NM 156 E of Santa Rosa, E and SE to NM 252

NM 156 NM 156 NM 156 - - - - - - -

NM 157 NM 185 E to I-25

- - - - - - - - - -

NM 158 NM 185 E to Hill

- - - - - - - - - -

NM 159 S of Alma, E to Mogollon, Willow Creek

Part of NM 78 Part of NM 78

Part of NM 78

? ? - - - - -

NM 160 Not in present system

*NM 161 From Buena Vista E to Watrous and N to Ft. Union Nat. Mon.

? [only US 85 N to Ft. Union]

- - - - - - - - -

NM 162 Bypass east to Tierra Amarilla from US 84

- - - - - - - - - -

NM 163 NM 52, SW for 40 miles [S of Datil]

Part of NM 61 Part of NM 78

Part of NM 184?

? - - - - - -

NM 164 Not in present system

NM 165 Bernalillo E and S to Sandia Ski Basin

Part of NM 422 Part of NM 44

Part of NM 44

- - - - - - -

NM 166 NM 52, W to Very Large Array Museum

- - - - - - - - - -

NM 167 – 168 Not in present system

NM 169 US 60 W of Magdalena, N to Alamo

- Part of NM 52?

Part of NM 52?

? - - - - - -

NM 170 US 64 W of Farmington, N to CO

NM 17 NM 17 NM 35 - - - - - - -

87

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 171 NM 181 SE to NM 195 [N of T or C]

- - - - - - - - - -

*NM 172 NM 249 N of Maljamar, N toUS 380 E of Roswell

Part of NM 172 - - - - - - - - -

*NM 173 US 550 in Aztec E to Navajo Dam

Part of NM 173 *? ? Part of NM 44?

Part of NM 44?

Part of NM 44?

Part of NM 44?

- - -

NM 174 US 180 at Glenwood, 5 mi to E

- - - - - ? ? Part of NM 43?

Part of NM 11?

Part of NM 11?

NM 175 NM 8 W 1.6 mi [SW of Hobbs]

- - - - - - - - - -

*NM 176 US 62/180 E Eunice [SW of Hobbs]

NM 176 [longer] - - - - - - - - -

NM 177 E of Elephant Butte Dam to NM 51

- - - - - - - - - -

NM 178 Not in present system

NM 179 NM 51 N to NM 195, N of T or C

Part of NM 52? Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

-

NM 180 Not in present system

NM 181 I-25 business loop in T or C, NE 11.8 mi

Part of US 85 Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 182 NM 28 in La Union, W for 2 mi

Part of NM 28 Part of NM 28

Part of NM 28?

Part of NM 28?

Part of NM 28?

Part of NM 28?

- Part of NM 28

Part of NM 28?

Part of NM 28?

NM 183 NM 28 in La Union E for 0.6 mi

- - - - - - - - - -

NM 184 NM 273 S of Las Cruces, to TX line

- - - - - - - - - -

NM 185 Las Cruces N to Hatch

Part of US 85 Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 186 NM 28 E to NM 404 [N of Anthony]

- - - - - - - - - -

NM 187 NM 26 N of Hatch, N to T or C

Part of US 85 Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of US 85

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 188 Las Cruces to I-10 Main Street exit

- - - - - - - - - -

88

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 189 NM 28 E to NM 478, S of Las Cruces

- - - - - - - - - -

NM 190 NM 2 in Dexter, E 2.1 mi [SE of Roswell]

- - - - - - - - - -

NM 191 Not in present system

NM 192 NM 28 S of San Miguel to Mesquite

? ? - - - - - Part of NM28

Part of NM 28

Part of NM 28

NM 193 E of Springer N to US 64 E of Raton

? [only to Farley]

? Part of NM 39

- - - - - - -

NM 194 Not in present system

NM 195 NM 181 N of T or C, E to NM 177

Part of NM 52 Part of NM 52

Part of NM 52

Part of NM 52

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

Part of NM 52?

-

NM 196 NM 522 in Costilla, SE to Costilla Ski Basin [Taos County]

- - - - - - - - - -

NM 197 US 550 in Cuba, SW to Torreon and the Sandoval County Line

- - - - - - - - - -

NM 198 Spring Canyon State Park Road, from NM 143 [SE of Deming]

- - - - - - - - - -

NM 199 Not in present system

NM 200 Carlsbad Relief Route (US 285 to US 62/180, E of Carlsbad)

- - - - - - - - - -

NM 201 Not in present system

NM 202 US 70 N of Portales, E to Tx

- - - - - - - - - -

NM 203 US 84 to De Baca/Guadalupe County line [NW of Ft Sumner]

? ? ? - - - - - - -

NM 204 US 64 E of Cimarron, N to Boy Scout Camp

- ? - - - - - - - -

89

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 205 Jal, S to Bennet

- - - ? ? ? ? - - -

NM 206 US 82 NE of Lovington, N to Portales

Part of NM 18 Part of NM 18

Part of NM 18

*Part of NM 18

Part of NM 18

Part of NM 18

*Part of NM 18

*Part of NM 14 and NM 17

Part of NM 14 and NM 17

Part of NM 14 and NM 17

NM 207 NM 18 S of Eunice, N to S of Hobbs

- - - - - - - - - -

NM 208 Hobbs Truck Bypass (US 62/180-NM 18)

- - - - - - - - - -

NM 209 US 60 in Clovis, W to Grady, Ragland, and N to Tucumcari

Part of NM 18 Part of NM 18

Part of NM 18

*Part of NM 18

*Part of NM 18

Part of NM 18

*Part of NM 18

*Part of NM 18 and NM 85

Part of NM 18

Part of NM 18

NM 210 E of McAlister, NE to Forrest and NM 241

? ? - - - - - - - -

NM 211 US 180 N to Gila to N of Cliff

- - - - - - - ? - -

NM 212 NM 272 N to US 60/84 E of Ft. Sumner

- - - - - - - - - -

NM 213 TX border N to White Sands Missile Range

- - - - - - - - - -

NM 214 Not in present system

NM 215 El Rito, SE to Las Placitas [NE of Abiquiu]

- - - - - - - - - -

NM 216 N of Loving, NE to US 62/285 near Carlsbad

- - - - - - - - - -

NM 217 N of Chilili, N to NM 333 [E of Sedillo]

- - - - - - - - - -

NM 218 In Hobbs: from Dal Paso Street to Marland Blvd

- - - - - - - - - -

NM 219 S of Santa Rosa, N to I-40/US 84 exit

- - - - - - - - - -

90

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 220 From N of Alto, NE to Ft. Stanton to US 380

Part of ? Part of ? Part of ? - - - - - - -

NM 221 From US 84 at Cebolla, SE to Alire

- - - - - - - - - -

NM 222 Not in present system

NM 223 Pecos E over river for 2.2 miles

- - - - - - - - - -

NM 224 E of Melrose, N to NM 288 [NW of Clovis]

- - - - - - - - - -

NM 225 NM 28, E to TX border

- - - - - - - ? - -

NM 226 NM 28, E to NM 478 [all S of Las Cruces]

? - - - - - - - - -

NM 227 NM 478 S of La Mesa, E to Frontage Rd

- - - - - - - - - -

NM 228 NM 478 S of Mesquite, E to Front. Rd

- - - - - - - - - -

NM 229 US 285 N of Artesia SE 12.4 mi

- - - - - - - - - -

NM 230 NM 150 N of Taos NW to Cty Rd

- - - - - - - - - -

NM 231 SE of Tucumcari, E to NM 469 N of Grady

? - - - - - - - - -

NM 232 Not in present system

NM 233 US 84 to Medanales [NW of Española]

- - - - - - - - - -

NM 234 Eunice E to TX border

Part of NM 176 Part of NM 8

Part of NM 8

- - - - - - -

NM 235 NM 206 S of Portales, E to TX

NM 235 - - - - - - - - -

91

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 236 NM 267 S of Melrose, E to Portales

- -- - - - - - - - -

NM 237 In Tucumcari: I-40 business loop to US 54

- - - - - - - - - -

NM 238 NM 529, N to US 82 W of Lovington

Part of NM 8 Part of NM 8

- - - - - - - -

NM 239 Not in present system

NM 240 Ranchos de Taos, NE to Taos

- - - - - - - - - -

NM 241 Broadview to TX border [all N of Clovis]

*Part of NM 156 Part of NM 156

- - - - - - - -

NM 242 Not in present system

NM 243 US 62 E of Carlsbad to US 62

- - - - - - - - - -

*NM 244 E of Cloudcroft, NE and NW to US 70

*Part of NM 24 *? *? Part of NM 24

Part of NM 24

Part of NM 24

Part of NM 24

- - -

NM 245 In Clovis: Llano Estacado Blvd to NM 209

Part of NM 18 Part of NM 18

Part of NM 18

* Part of NM 18

Part of NM 18

Part of NM 18

Part of NM 18

Part of NM 18

Part of NM 18

Part of NM 18

NM 246 Capitan, NE to N of Roswell

NM 48 NM 48 NM 48 - - - - - - -

NM 247 Corona E to US 285

Part of NM 42 NM 179 NM 179 - - - - - - -

NM 248 Not in present system

NM 249 Hagerman SE to US 82 E of Maljamar

*NM 31 and part of NM 172

NM 31 *NM 31 *NM 31 NM 31 NM 31 NM 31 - - -

NM 250 In Las Vegas: I-25 N business loop, SE to Las Vegas airport

- - - - - - - - - -

NM 251 Not in present system

*NM 252 Taiban N to Ragland

*NM 252, NM 86 Part of NM 86

*Part of NM 86

*Part of NM 86

- - - Part of NM85

- -

92

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 253 Roswell E for 5.4 miles

- - - - - - - - - -

NM 254 In Roswell: NM 256 E on Brasher Road, to US 380

- - - - - - - - - -

NM 255 In Roswell: NM 256 E on Crossroads Rd, to NM 253

- - - - - - - - - -

NM 256 NM 2, N to US 380

Part of US 285? Part of US 285?

Part of US 285?

Part of US 285?

Pat of NM 2?

Part of NM 2?

Pat of NM 2?

Part of NM 2?

Part of NM 2?

Part of NM 2?

NM 257 Not in present system

NM 258 Milnesand W for 9 miles

- - - - - - - - - -

NM 259 – 260 Not in present system

NM 261 In Roswell: NM 253, to NM 254

- - - - - - - - - -

NM 262 Milnesand E to TX

? ? ? - - - - - - -

NM 263 S of Los Lunas, to NM 6

- - - - - - - - - -

NM 264 AZ E to US 491 at Yay-ta-hey

NM 68 NM 68 NM 68 NM 68 NM 68 ? ? - - -

NM 265 In Roswell: US 380 to NM 431

- - - - - - - - - -

NM 266 W of Sapello/N of Las Vegas, for 6.4 mi

- - - - - - - - - -

NM 267 Portales NW to US 60 E of Melrose

*Part of NM 88 Part of NM 88

Part of NM 88

*NM 87 ? - - - - -

*NM 268 Melrose N to NM 209 E of Ragland

Part of NM 88 Part of NM 88

*Part of NM 88

NM 88 *NM 88 *NM 88 NM 88 - - -

NM 269 Not in present system

NM 270 In Clovis: US 60, S on Hull Street, E on Brady Ave, N on Morris St to US 60

- - - - - - - - - -

93

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 271 Wagon Mound S to Mora San Miguel County line

- - - - - - - - - -

*NM 272 E of Ft Sumner to Ft Sumner State Mon.

? ? - - - - - - - -

*NM 273 TX, NE to NM 28

? Part of NM 28?

Part of NM 28?

- - - - - - -

NM 274 Not in present system

NM 275 Broadview NW to NM 469 [all N of Clovis]

- - - - - - - - - -

NM 276 S of Mora, W to near Lower Rociada

- - - - - - - - - -

NM 277 Not in present system

NM 278 W of Grady, N to E of Tucumcari

Part of NM 88 Part of NM 88

*Part of NM 88

NM 87 NM 87 NM 87 NM 87 - - -

NM 279 Laguna N to Seboyeta

- - - - - - - - - -

NM 280 Not in present system

NM 281 E of Las Vegas, S for 6.4 miles

- - - - - - - - - -

NM 282 In Aztec: Oliver Ave N to Aztec Airport

- - - - - - - - - -

NM 283 – 285 Not in present system

NM 286 I-40 frontage road E of Tucumcari, N for 0.7 miles

Part of US 66? Part of US 66?

Part of US 66?

Part of US 66?

Part of US 66?

Part of US 66?

Part of US 66?

- - -

NM 287 Not in present system

NM 288 Weber City E to Claud [all N of Clovis]

Part of NM 89 NM 89 NM 89 NM 89 ? - - - - -

94

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 289 Loop from NM 209 back to NM 209, E of NM 288

Part of NM 18? Part of NM 18?

Part of NM 18?

Part of NM 18?

-

- - Part of NM18?

- -

NM 290 N of Jemez Pueblo, NE to Ponderosa, USFS

- - - - - - - - - -

NM 291 In Española: NM 583 at Santa Cruz, N to NM 68 at Ranchitos

- - - - - - - - - -

NM 292 NM 359 S of Las Cruces, N to I-10

- - - - - - - - - -

NM 293 NM 211 N of Gila, E for 4.9 mi

- - - - - - - - - -

NM 294 Taibam, S for 15.8 miles [DeBaca County]

- - - - - - - - - -

NM 295 – 299 Not in present system

NM 300 From Old Pecos Trail in Santa Fe, S to Apache Canyon

Part of US 84/85? Part of US 84/85?

Part of US 84/85?

Part of US 66/85?

Part of US 66/85?

Part of US 66/85?

Part of US 66/85?

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 301 – 302 Not in present system

NM 303 From NM 47 north to 2nd Street in Albq.

- - - - - - - - - -

NM 304 La Joya north to NM 47 (Belen)

Part of NM 47 Part of NM 47

Part of NM 47

- - - - Part of NM1

Part of NM 1

Part of NM 1

NM 305 NM 595 S to W of Lindrith

- - - - - - - - - -

NM 306 – 308 Not in present system

NM 309 From Belen (Reinken Ave) E to NM 47

Part of NM 6 Part of Nm 6

Part of NM 52

Part of NM 52

Part of NM 52

? ? Part of NM9?

Part of NM 19?

Part of NM 19?

NM 310 Not in present system

NM 311 From NM 224 (S of Field), SE to US 60/84

- - - - - - - - - -

95

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 312 From McAlister E to NM 210 S of Forest

Part of NM 86? - - - - - - - - -

NM 313 NM 556 in Albuquerque, N to San Felipe Pueblo

US 85 US 85 US 85 US 85/66 US 85/66 US 85/66 US 85/66 NM 1? NM 1? NM 1?

NM 314 From Belen N through Los Lunas, Isleta Pueblo, to I-25

Part of US 85? Part of US 85?

Part of US 85?

Part of US 85/66?

Part of US 85/66?

Part of US 85/66?

Part of US 85/66?

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 315 From NM 313, N of Algodones, E to I-25

- - - - - - - - - -

NM 316 Not in present system

NM 317 From I-25 to Isleta Pueblo

- - - - - - - - - -

NM 318-319 Not in present system

NM 320 From NM 185 N of Las Cruces, E to –25

- - - - - - - - - -

NM 321 NM 114, S of Causey, E to TX

NM 54 - - - - - - - - -

NM 322 Monument SW of Hobbs, W 2.8 mi

- - - - - - - - - -

NM 323-324 Not in present system

NM 325 Capulin –Folsom -Des Moines

NM 325 Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

- - -

NM 326 Not in present system

NM 327 Isleta Lake Rd from NM 47, W to SF Railroad

- - - - - - - - - -

NM 328 Not in present system

NM 329 in Las Vegas: Grand Ave, N on NM Ave, E on Mills Ave

- - - - - - - - - -

NM 330 Elida N to NM 267 (W of Portales)

NM 330 - - - - - - - - -

96

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 331-332 Not in present system

NM 333 Albq. E to Moriarty

Part of US 66 Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

Part of US 66

*Part of NM 46?

Part of NM 10, NM 46?

Part of NM 10?

NM 334-336 Not in present system

NM 337 NM 55, N to Tijeras and I-40

Part of NM 10 Part of NM 10

Part of NM 10

Part of NM 10

*? - - ? - -

NM 338 I-10 to Animas to S of NM 9

*NM 338 Part of NM 180

? ? ? - - - - -

NM 339 NM 558 N to Dexter (SE of Roswell)

- - - - - - - - - -

NM 340 From NM 2, N of Hagerman, W to NM 2

- - - - - - - - - -

NM 341-343 Not in present system

NM 344 I-40 frontage road at Edgewood N to NM 14

- - - - - - - - - -

NM 345 In Albq.: Unser Blvd N to St. Josephs

- - - - - - - - - -

NM 346 NM 116 S of Belen, E to NM 304

- - - - - - - - - -

NM 347 Not in present system

NM 348 Texico S 7.2 mi [Curry County]

- - - - - - - - - -

NM 349 N of Carizozo E to White Oakes

- - - - - - - Part of ? - -

NM 350-354 Not in present system

NM 355 US 62 north 5.05 mi [Eddy Cty]

- - - - - - - - - -

NM 356 Bayard N to Hanover (E of Silver City)

- Part of NM 180?

Part of NM 180, US 260?

Part of US 180, NM 11?

Part of US 180, NM 11?

Part of US 180, NM 11?

Part of US 180, NM 11?

- - -

NM 357 Artesia west 3.9 mi

- - - - - - - - - -

97

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 358 Not in present system

NM 359 Mesilla NW 2.6 mi

- - - - - - - - - -

NM 360 US 62 N to US 82 (Eddy Cty)

NM 360 - - - - - - - - -

NM 361-367 Not in present system

NM 368 E of Tinnie, N to Arabela

NM 368 - - - - - - - - -

NM 369 In Española: loop N end US 84/285, SE to US 84/285

- - - - - - - - - -

NM 370 Clayton N to NM 456, E of Folsom

NM 370 - - - - - - - - -

*NM 371 Thoreau-Crownpoint- Farmington

S part of NM 56 S part of NM 56

S part of NM 56

S part of ? S part of NM 35

S part of NM 35

S part of NM 35

- - -

NM 372 S of Las Cruces NW to Mesilla

- - - - - - - - - -

NM 373 Mesilla NE 1.5 mi

- - - - - - - - - -

NM 374 Mesilla Dam Road, SW of Las Cruces

- - - - - - - - - -

NM 375-376 Not in present system

NM 377 SE of Deming, E to Mimbres River Bridge

- - - - - - - - - -

NM 378 From N of Questa, W for 3.4 mi

- - - - - - - - - -

NM 379-385 Not in present system

*NM 386 US 84 to Anton Chico

? ? ? - - - - - - -

NM 387-389 Not in present system

NM 390 Salem N to Garfield (Doña Ana Co.)

- - - - - - - - - -

98

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 391 Not in present system

NM 392 Endee interchange NW to NM 469

- - - - - - - - - -

NM 393-394 Not in present system

NM 395 W of Tinnie, S to Rio Hondo Bridge

- - - - - - - - - -

NM 396-398 Not in present system

NM 399 Sombrillo S to Santa Fe Co Rd 120

- - - - - - - - - -

NM 400 From I-40 S to McGaffey

- - - - - - - - - -

NM 401 Not in present system

NM 402 Nara Vista N to Clayton

Part of NM 18 Part of NM 18

Part of NM 18

*Part of NM 18

Part of NM 18

Part of NM 18

*Part of NM 18

*Part of NM 18

Part of NM 18

Part of NM 18

NM 403 Not in present system

NM 404 Anthony E towards Chaparral

- - - - - - - - - -

NM 405 Not in present system

NM 406 US 56/64 E of Clayton, N to NM 456

Part of NM 18 Part of NM 18

Part of NM 18

*Part of NM 18

Part of NM 18

Part of NM 18

Part of NM 18

- - -

NM 407 Not in present system

NM 408 I-25 Lemitar interchange E and NW to Chamizal

- - - - - - - Part of NM1?

Part of NM 1?

Pat of NM 1?

*NM 409 US 380 E of Roswell, S to Bottomless Lakes SP

? ? - - - - - - - -

NM 410 NM 406 E of Moses, E to TX

- - ? - ? ? ? - - -

NM 411 NM 406 NE of Clayton, E 3.9 mi

- - - - - - - - - -

99

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 412 Prewitt S to Bluewater Lake State Park

- - - - - - - - - -

NM 413 Not in present system

NM 414 Ojo Caliente W 0.4 mi

- - - - - - - - - -

NM 415-416 Not in present system

NM 417 NM 402 S of Clayton, to TX

- - - - - - - - - -

NM 418 In Deming: from I-10 Exit 68 S, E, and NE to Spruce St

- - - - - - - - - -

NM 419 From NM 104, NE to NM 39 N of Mosquero

- - *Part ofNM 65

Part of NM 65

Part of NM 65

Part of NM 65

Part of NM 65

- - -

NM 420 From NM 102, E of Mosquero, E to NM 402

Part of NM 65 Part of NM 65

Part of NM 65

*Part of NM 65

Part of NM 65

Part of NM 65

Part of NM 65

- - -

NM 421 NM 402 S of Clayton, E to TX

NM 102 ? ? - - - - - - -

NM 422 Not in present system

NM 423 In Albq: from Paseo del Norte to NM 556

- - - - - - - - - -

NM 424-426 Not in present system

NM 427 In Deming: from NM 418, E to Pine St

- - - - - - - - - -

NM 428-430 Not in present system

NM 431 NM 265 in Roswell, N 1.7 mi

- - - - - - - - - -

NM 432 NM 104 N of Mesa Rica, N to Conchas State Park

_ - - - - - - - - -

NM 433 NM 104 to Conchas State Park

? - - - - - - - - -

100

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 434 Mora N to US 64

NM 38 [10 mi gap S of Black Lake]

NM 38 NM 38 NM 38 NM 38 NM 38 *NM 38 NM 21, NM 38

Part of NM 38

-

NM 435 Reserve S 5.2 mi

- - - - - - - - - -

NM 436 NM 187 S of Garfield, NW to Derrey

- - - - - - - - - -

NM 437 Not in present system

NM 438 N of Artesia, W 10 mi

- - - - - - - - - -

NM 439-441 Not in present system

NM 442 Las Cueva, N to Ocate

Part of NM 21 Part of NM 21

Part of NM 21

*Part of NM 21

Part of NM 21

Part of NM 21

Part of NM 21

- - -

NM 443-444 Not in present system

NM 445 I-25 at Maxwell, NE to US 64

Part of US 85? Part of US 85?

Part of US 85?

Part of US 85?

Part of US 85?

Part of US 85?

Part of US 85?

*Part of NM 1?

Part of NM 1

Part of NM 1

NM 446 E of Watrous, N to Valmora

- - - - - - - - - -

NM 447 Not in present system

NM 448 In Albq: St. Joseph’s Dr N-Corrales-NM 528

- - - - - - - - - -

NM 449 Not in present system

NM 450 E of Valmora, N for 0.3 mi

- - - - - - - - - -

NM 451 Anton Chico, E to US 84

? ? ? - - - - - - -

NM 452 Not in present system

NM 453 Grenville S to US 56 [all W of Clayton]

Part of NM 120 Part of NM 120

Part of NM 120

*Part of NM 120

Part of NM 120

- - - - -

NM 454 Not in present system

NM 455 NM 370 NW to Clayton Lake State Park

- - - - - - - - - -

101

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 456 Folsom NE to OK border

NM 325 Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

Part of old US 64

- - -

NM 457 US 82, N to US 380

NM 457 - - - - - - - - -

NM 458 NM 206 N of Pep, E to NM 114

- - - - - -- - - -

NM 459 Not in present system

NM 460 Anthony NE to I-10

- - - - - - - - - -

NM 461 US 54 N of Carrizozo, E to Coyote

- - - - - - - - - -

NM 462 US 54 N of Carrizozo, E to Ancho

- - - - - - - - - -

NM 463 Not in present system

NM 464 US 70, N to Red Rock

- - - - - - - - - -

NM 465 Not in present system

NM 466 In Santa Fe: E on St. Michael’s Dr and Old Pecos Trail to I-25

- - - - - - - - - -

NM 467 US 70 N of Portales to US 64/84 west of Clovis

- - - - - - - - - -

NM 468 From I-25 at Springer to entrance of NM Boys School

- - - - - - - - - -

NM 469 Grady N to US 54

Part of NM 39 Part of NM 39

Part of NM 39

*Part of NM 39

Part of NM 39

Part of NM 39

Part of NM 39

- - -

NM 470-471 Not in present system

NM 472 N of Edgewood, E to south of Stanley

- - - - - - - - - -

NM 473 In Bernalillo: from NM 313 east to I-25

- - - - - - - - - -

NM 474 Not in present system

102

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 475 In Santa Fe: from St. Francis Dr, E on Paseo de Peralta, N on Washington , E on Hyde Park Rd to SF Ski Basin

- - - - - - - - - -

NM 476-477 Not in present system

NM 478 Anthony N to US 70

Part of US 80/85? Part of US 80?

Part of US 80?

Part of US 80?

Part of US 80?

Part of US 80?

Part of US 80?

Part of NM 1?

Part of NM 1?

Part of NM 1?

NM 479 Not in present system

NM 480 From NM 330, E to US 70, SW of Portales

- - - - - - - - - -

NM 481-482 Not in present system

NM 483 From US 62/180, N to NM 18 in Lovington

- - ? ? Part of US62

Part of NM 18 and US 62

Part of NM 18

NM 82 - -

NM 484 From NM 3 N of Villanueva, W 1 mi

- - - - - - - - - -

NM 485 From NM 4 N of Jemez Pueblo, NE 3.9 mi

- - - - - - - - - -

NM 486-493 Not in present system

NM 494 In Lordsburg: Railroad Ave south to end of town

- - - - - - - - - -

NM 495-497 Not in present system

NM 498 From Sunland Park E to TX

- - - - - - - - - -

NM 499 Not in present system

NM 500 In Albq: Rio Bravo Blvd, E to I-25

- - - - - - - - - -

NM 501 In Los Alamos: NM 4 E to Diamond Dr, N to Ridgeway Dr

- - - - - - - - - -

NM 502 In Los Alamos: Diamond Dr east on El Rancho to US 84 in Pojoaque

- - - - - - - - - -

103

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 503 Pojoaque NE to NM 76

- - - - - - - - - -

NM 504 Not in present system

NM 505 US 64 SE to NM 445, N of Maxwell

- - - - - - - - - -

NM 506 N of Orogrande to Ft. Bliss

- - - - - - - Part of NM34?

Part of NM 34?

Part of NM 34?

NM 507 Lake Arthur, E 3.3 mi [Chaves Cty]

- - - - - - - Part of NM31?

Part of NM 31?

Part of NM 31?

NM 508 Crossroads, E to NM 125 [N of Lovington/Tatum]

- - - - - - - - - -

NM 509 N of Milan, to Navajo 9

- - - - - - - - - -

NM 510 Not in present system

NM 511 E of Blanco, N to CO

- - - - - - - - - -

NM 512 Brazos, E to Corkins Lodge

- - - - - - - - - -

NM 513 E of Scholle, N to Abo Monument

- - - - - - - - - -

NM 514 NM 112 N to Los Ojos (N of Tierra Amarilla)

- - - - - - - - - -

NM 515 S of Questa, NW to Red River Fish Hatchery

- - - - - - - - - -

NM 516 Farmington, NE to US 550 in Aztec

Part of US 550 Part of US 550

Part of US 550

Part of US 550

Part of NM 19

Part of NM 19

Part of NM 19

Part of NM 32

Part of NM 32

Part of NM 32

NM 517 Not in present system

NM 518 Las Vegas N to NM 68

Part of NM 3 Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

*NM 21, *NM 30

NM 21, NM 30

NM 21, NM 30

NM 519 NM 111 (N of Ojo Caliente), N 15 mi

- - - - - - - ? - -

NM 520-521 Not in present system

NM 522 N of Taos, north to CO

Part of NM 3 Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

Part of NM 3

NM 59, NM 8

NM 59, NM 8

Part of NM 8 [N ½]

NM 523 N of Clovis, E to NM 108

- - - - - - - - - -

104

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 524 In Carlsbad: Happy Valley Rd, S on Lea St to Canal St

- - - - - - - - - -

NM 525 E of San Antonio to Stallion Site Camp

- - - - - - - - - -

NM 526 E of Raton to CO border

- - - - - - - - - -

NM 527 From Gobernador, NW to Sims Mesa Campground

- - - - - - - - - -

NM 528 From I-25 W Frontage Rd, W on Alameda Blvd, N on Rio Rancho Blvd to US 550

- - - - - - - - - -

NM 529 US 82 to US 62, W of Hobbs

- - - - - - - - - -

NM 530 Not in present system

NM 531 Tierra Amarilla W to La Puente

- - - - - - - - - -

NM 532 NM 48 N of Ruidoso, west 11.9 mi

- - - - - - - - - -

NM 533 AZ E to NM 80 (N of Rodeo)

? ? ? ? ? ? ? Maybe[covered]

- -

NM 534-535 Not in present system

NM 536 San Antonito, W to Sandia Crest

Part of NM 422 Part of NM 44

Part of NM 44

- - - - - - -

NM 537 US 550 W of Cuba, N to US 64

- - - - - - - - - -

NM 538 US 87, N to US 56 in Clayton

- - - - - - - - - -

NM 539 Navajo City, N to Navajo Dam

- - - - - - - - - -

NM 540 US 54 in Logan, W to Ute Lake

- - - - - - - - - -

NM 541 Not in present system

NM 542 NM 55 N of Mountainair, NE to NM 41 (S of Estancia)

- - - - - - - - - -

NM 543-544 Not in present system

105

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 545 US 54 N of Alamogordo, E 2.5 mi

- ? ? ? ? ? ? ? - -

NM 546 NM 187, E to I-25

- - - - - - - - - -

NM 547 In Grants: from intersection of Roosevelt and Mesa Blvds north to Cibola Forest Rd 193

- - - - - - - - - -

NM 548 Not in present system

NM 549 In Deming: Pine St, E to NM 549

- - - - - - - - - -

NM 550 Not in present system

NM 551 NM 456 N of Folsom, N to CO

NM 389 ? ? ? ? ? ? - - -

NM 552 From US 54 S of Logan, W 1.9 mi

- - - - - - - - - -

NM 553 Not in present system

NM 554 From US 84 E of Abiquiu, NE to NM 111

NM 96 NM 96 *NM 96 Parts of NM 96

NM 96 *NM 96 Parts of NM 74 and NM 96

- - -

NM 555 From Raton, W to Vermijo Park Ranch

- - - - - - - - - -

NM 556 In Albq: from NM 47 (2nd St), E on Roy Ave, S on Tramway to Four Hills Rd

-

- - - - - - - - -

NM 557 From US 285 E to NM 2, N of Lake Arthur

- - - - - - - - - -

NM 558 From US 285, E to Hagerman [S of Roswell]

- - - - - - - - - -

NM 559 From US 285 S of Roswell, west 5.9 mi

- - - - - - - - - -

NM 560 From US 285 E to NM 2, W of Dexter

- - - - - - - - - -

NM 561 Not in present system

106

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 562 NM 402 to Clapham, SW of Clayton

- - - - - - - - - -

NM 563 Not in present system

NM 564 NM 602 S of Gallup, NE to Gallup

- - - - - - - - - -

NM 565 Not in present system

NM 566 E of Gallup north to Churchrock Mines

- - - - - - - - - -

NM 567 Taos Junction, E to NM 570, NE of Pilar

- - - - - - - - - -

NM 568 NM 122, south 1 mi to near Milan

- - - - - - - - - -

NM 569 Colmor Exit/I-25 SW 13.3 mi

- - - - - - - - - -

NM 570 Pilar NE to NM 68 (S of Ranchos de Taos)

- - - - - - - - - -

NM 571 Placitas NW to NM 554 (S of El Rito)

- - - - - - - - - -

NM 572 NM 95 SW of Los Ojos, E to Chama River

- - - - - - - - - -

NM 573 T. Amarilla N to R. Arriba Cty Rd

- - - - - - - - - -

NM 574 La Plata SE to Aztec

- - - - - - - - - -

NM 575 Blanco N to NM 173 (E of Aztec)

NM 173 ? ? ? Part of NM44?

Part of NM 44?

Part of NM 44?

- - -

NM 576 Vallecitos W to Forest Service edge

- - - - - - - - - -

NM 577 Not in present system

NM 578 S of Red River, S to Wheeler Peak Village

- - - - - - - - - -

NM 579 Not in present system

107

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 580 E of Embudo, E to Canyoncito

- - - - - - - - - -

NM 581 In Española: NM 369 to NM 399

- - - - - - - - - -

NM 582 Not in present system

NM 583 Santa Cruz N to NM 68 at Fairview

- - - - - - - - - -

NM 584 US 84 E to NM 68 at Fairview

- - - - - - - - - -

NM 585 Taos E to US 64 2.2 mi [US 64 Bypass]

- - - - - - - - - -

NM 586-591 Not in present system

NM 592 Tesuque N to Rio en Medio

- - - - - - - - - -

NM 593 Not in present system

NM 594 NM 599 NW to NM 4 [near Whiterock]

- - - - - - - - -

*NM 595 NM 96 N of Regina, NW to Lindrith, Gavilan and N

Part of NM 95 Part of NM 95

*Part of NM 95

Part of NM 95

? ? - - - -

NM 596 Not in present system

NM 597 US 160 NW to Four Corners Monument

- - - - - - - - - -

NM 598 NM 76 to Truchas

- - - - - - - - - -

NM 599 Santa Fe Bypass (NM 14 N to US 84/285)

- - - - - - - - - -

NM 600 Not in present system

NM 601 US 60 W of Quemado, N 27.9 mi

Part of NM 32 *Part of NM 32

Part of NM 127

? ? - - - - -

NM 602 NM 53 W of Ramah, N to Gallup

Part of NM 32 Part of NM 32

Part of NM 32

Part of NM 32

Part of NM 32

Part of NM 36

Part of NM 36

Part of NM 35

- -

NM 603 Pie Town NW to NM 36

*Part of NM 36 Part of NM 36

NM 117 - - - - - - -

108

Present Road, Termini 1950s (Pre-1957) map 1942 map 1939 map 1935 map 1934 map 1931 map 1930 map 1923 map 1917 map 1912 map NM 604 not in present system

NM 605 Milan NE to San Mateo

Part of NM 53 Part of NM 53

Part of NM 53

- - - - - - -

NM 606 NM 122, S to Bluewater

- - - - - - - - - -

NM 607 Not in present system

NM 608 In Gallup: 9th St (old US 666) and Maloney St, north to US 666

- - - - - - - - - -

NM 609 In Gallup: NM 609 is Maloney St

- - - - - - - - - -

NM 610 In Gallup: From NM 602 N to NM 609

- - - - - - - - - -

NM 611 Not in present system

NM 612 Thoreau SE to Bluewater Lake Marina

- ? ? - - - - - - -

NM 613-614 Not in present system

NM 615 In Milan: Horizon Blvd, E to NM 122 (Santa Fe Ave)

- - - - - - - - - -

NM 2001 In Alamogordo: from Scenic Dr N to Space Hall of Fame

- - - - - - - - - -

NM 5001 US 64 in Farmington SE to US 64 (Bloomfield Blvd)

- - - - - - - - - -

NM 6563 NM 130 S of Cloudcroft. S to Sunspot

- - - - - - - - - -

Appendix E: Historic highway

descriptions The three main property types to identify in historic road research are Interstate Highways, U.S. Highways, and State Highways. Associated features within an identified property type, such as bridges, culverts, etc., must be referenced as “contributing elements” in any recommendation for eligibility, as needed. This is critical in supporting a Criterion C recommendation, which usually has an accompanying list of contributing elements, such as extant gas stations, bridges, etc., that were associated with a historic road’s period of significance. The following list of road histories by property type has been compiled to provide preliminary research, to indicate which roads in New Mexico may be eligible to the National Register of Historic Places. Further research will be necessary to make a final determination of eligibility. Abandoned road segments, where no local or state maintenance occurs, are considered archaeological resources (if older than 50 years), and must be recorded following the steps outlined in the NMDOT Cultural Resource Guidelines. Many aspects of the New Mexico highway system have been dynamic and ever changing, including the names and numbers associated with specific roads. Present state highways have the designation “NM”, but historic road records refer to “SR”, or State Road. Please note that road numbers remain the same regardless of the prefix designation of NM or SR; historic “SR 12” is now named “NM 12” in current references. The information in each following section was compiled by examining past official maps and State Highway Engineer biennial and/or annual reports. Historic official state of New Mexico road maps, compiled and created by the NMDOT through the years, were found at the State Records Center and Archives in Santa Fe. Maps from 1912, 1917, 1923, 1930, 1931, 1934, 1935, 1939, and 1942, and one undated map circa the mid-1950s (pre-Interstate system, and so pre-1957 in New Mexico) were found at the Museum of New Mexico History Library and consulted for this project (please see Appendix F for copies of these maps). Please note that the information in this section begins in 1912 and ends at c. 1956, following the maps that were used to compile this information. Each road description includes the map dates when the road is seen on official maps (in bold letters following the road number), a detailed account of the beginning and ending termini as seen on these maps, and a historic description of road conditions taken from official map descriptions. Biennial reports should be consulted for specific project location information, since specific road improvement projects by areas are described in detail, and are not detailed below. Road scholars are encouraged to conduct further in-depth research, as needed.

109

110

interstate highways Before the advent of the Interstate highway system legislated in 1956, inter-regional highways were quick to develop following the needs of the traveling public and the growing trucking industry. The first interstate highway work in New Mexico began in 1957, and included what was at the time the longest continuous stretch of completed Interstate in the nation, between Belen and Socorro (L.D. Wilson 1957-1958:1-2). The entire Interstate system across the country was designated the “Pan-American Highway System” in 1966, by the Federal Highway Administration. No single route, however, can be designated “The Pan-American Highway” due to the larger complexity of the system. Interstate 10 (post-1957 to present)/US 70/80 (1939, 1942, 1950s)/US 80 (1930, 1931, 1934, 1935, 1939)/NM 4 (1912, 1917, 1923): Interstate 10 presently connects El Paso, Texas, up to Las Cruces, New Mexico, via Anthony, then heads west from Las Cruces to Deming and Lordsburg, before dipping slightly south to the Arizona border. The portion from Las Cruces south to Anthony was originally part of old NM 1/US 85 until I-10 was created, perhaps in the mid-1950s. As I-10 exists today, the portion between Deming and Lordsburg retains the most continuity in general between past and present alignments. Present day NM 549 may be a remnant of c. 1939-1950s US 70/80, running from Deming east towards Las Cruces. Road condition history: As US 70/80: 1950s map- the entire route was a “paved”, “through highway” by the 1950s map; 1942, 1939 maps-an “oil or concrete”, “primary state and federal system routes” road. As US 80: 1935, 1934 maps-entirely “oil and concrete”, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete” and “gravel”, “First Class-All year roads”. As NM 4: 1923 map-“unimproved” and “surfaced” (presumably with oil), “federal highway system”; 1917, 1912 maps- no road condition recorded. Interstate 25 (c. 1957 to present)/US 85 (c. 1930-1957)/NM 1 (1912-c. 1930)/El Camino Real Highway (1903-1950s): Arguably the oldest inter-regional road that has survived from historic times to the present is the transportation corridor of modern-day Interstate 25. Many alignment changes have been created, both subtle and dramatic, but the general route remains the same. Interstate 25 presently extends from Anthony at the southern border of the state to Raton at the northern border. This transportation corridor has been acknowledged as one of the most Figure 100: La Bajada Hill c. early 1950s (Erwin 1951-1952:20) important routes since the Territorial Period and statehood. In the 1903 Territorial Period legislature, the first public funds were used in New Mexico for road work on the northern stretches of this route, then called El Camino Real Highway in honor of the Spanish Colonial to Territorial Period road. In 1912, this route was designated State Road 1, again acknowledging its importance in the highway system. Most of the funds for highway work in

111

New Mexico went into creating the best road possible for this route. The first concrete highway sections were created on NM 1, c. 1919-1920, around major towns such as Albuquerque and Las Cruces to El Paso (see Fig. 10 and 13). Some of the most difficult topographic challenges to road engineering were found on this route and tackled at an early date, including the Territorial Period road down La Bajada Hill, constructed in 1910 (see Fig. 3 and 4). The present day alignment through La Bajada Hill was constructed in 1952, by widening the road built in 1931 (Root 1952b:39), located several miles east of the original 1910 alignment. Since this route has received a great deal of attention and therefore new construction over the years, very little of the original road prism remains. Perhaps most of existing Interstate 25, as a general transportation route, is eligible to the National Register of Historic Places under Criterion A, as an important transportation corridor. As with all of the interstate highways, this road prism is now a major four-lane divided highway, with no portion containing historic material. Remnants of older historic segments as US 85 can be found on present day NM 1, beginning south of Socorro and running south towards Truth or Consequences, and NM 181, 185, and 187, from around Truth or Consequences south to Las Cruces. These present day state highways are two-lane roads that retain many of the original characteristics of the historic road experience. Further research may lead to eligibility recommendations for portions of these highways. Road condition history: This route has received all of the most up-to-date materials and improvements from the very beginning of its life as a public road in 1903. By the 1950s map, the entire route (as US 85) was a through “paved” highway for the entire length. The 1939, 1942 maps refer to US 85 as “oil or concrete”, and part of the “primary state or federal system routes”. Oiled road was considered an “improved”, hard surface. The 1934 and 1935 maps showed US 85 areas that were “graveled”, interspersed with “oil or concrete” sections. The 1930 and 1931 maps declared US 85 as “First Class-All year roads”, but showed it as having “oiled and concrete”, “gravel”, “graded”, and “unimproved” sections. The last map to indicate road conditions is the 1923 map, which shows NM 1 as part of the “Federal Highway System”, with “concrete”, “surfaced” (meaning graveled), “graded”, and “unimproved” stretches; 1917, 1912 maps- no road condition recorded. Interstate 40 (1957 to present)/US Route 66 (1938-1957 alignment): Interstate 40 is the present and last incarnation of US Route 66 in its last alignment design, both of which paved totally new alignments cutting east-west across the state. While earlier US Route 66 alignments followed existing roads that wound up into Santa Fe, looping across the state, the later US Route 66 and eventual Interstate 40 alignments efficiently crossed the state east-west. The portion of Interstate 40 through Albuquerque was designated the “Coronado Freeway” in 1958-1959. Existing I-40 is not 50 years or older, and therefore does not qualify as a historic resource yet. Portions of historic US Route 66 from the post-1938 alignment exist as county roads or frontage road segments, and have recently been evaluated by a study by David Kammer (2003). Please see additional US Route 66 information in the “US Highways” section below. Road condition history: As US 66: 1950s map- the entire route was a “paved”, “through highway” on the 1950s map; 1942, 1939 maps-the entire route was “oil or concrete”, and a part of the “primary state and federal system routes”. US highways Nationally, the US highway system was created between 1921 and 1925 (Rose 1992:3). On the official maps put out by the New Mexico State Highway Department consulted in this report, no US Highways are noted until the 1930 map.

112

US 54 (1930, 1931, 1934): from the Texas border southwest to Nara Visa, Logan, Tucumcari, Santa Rosa, ending at Vaughn. Road condition history: 1934 map- the route was a combination of “oil or concrete”, “gravel”, or “graded” sections, but part of the “primary state and federal system routes”; 1931, 1930 maps- a combination of “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads” route. US 54 (1935, 1939, 1942, 1950s, present): By the 1935 map, the formation of US 54 as we know it today had formed. This route followed the older US 54 from Nara Visa southwest to Vaughn, but then on to Carrizozo, Aand the Texas border. The south portion (EPaso, Texas north to Orogrande, AlamogordoTularosa) was once

lamogordo,

l

, and Figure 101: A Works Program Highway Project on US 54 from 1936 (Conroy 1937-1938:50)

S 366,

34 map.

s entirely a “paved”, “through highway”; 1942, 1939, 1935 maps- a

S 60 (1931, slight realignment

and

d

st

order.

ed

l

part of the 1930 alignment of old Uand part of the NM 3 and US 70 alignment on the 19Road condition history: 1950s map- this route wacombination of “oil or concrete”, “gravel”, or “graded” sections, but part of the “primary stateand federal system routes”.

U1934, same through 1950s): coming from Amarillo, Texas, entering the state at Clovis, this route headed west to Ft. Sumner,Yeso, Vaughn, Encino, Willard, andropped southwest to Scholle, Paloduro, Socorro, and then weagain to Magdalena, Datil, Quemado, and the Arizona bOn the 1934 map, the section linking Scholle west was alignstraight to Bernardo, instead of curving south to Socorro. This alignment was one of the origina

Figure 102: Works Program Grade Crossing (Conroy 1935-1936:71)

113

highways commissioned after the Federal Aid Act of 1925 mandated the uniform numbering of transcontinental automobile routes, designated US 70 from 1926 to 1930. This route was the original proposed alignment for US 66 between Chicago and Los Angeles, which adds a layer of significance and interest. It served as an important shipping route for goods across the developing states of the Southwest. By the 1931 map, this route was designated US 60. The present US 60 appears to retain much of the old alignment, particularly between Socorro west to the Arizona border. Road condition history: 1939, 1935, 1934, 1931 maps- this route is a combination of “oil and concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal routes”. US 62 (1931, extended 1934, 1935, 1939, 1942): on the 1931 map, this route entered the state from Plains, Texas, by way of Tatum, then south to Lovington and Monument, and southwest to end at Carlsbad. By the 1934 map, the route was extended south of Carlsbad, past Carlsbad Caverns National Park, and on to the Texas border. Road condition history: 1942 map- this route is shown as an “oil or concrete”, “primary state and federal system routes” highway; 1939 map- “oil and concrete” and “gravel” sections, and part of the “primary state and federal system routes”; 1935, 1934, 1931 map-a combination of “oil and concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”. US 62 (1950s): by the 1950s map, this route entered the state by way of Hobbs, then southwest to Carlsbad, White City, and the Texas border. Road condition history: This entire route is shown as a “paved”, “through highway”, on the 1950s map. US 64 (1930, 1931, extended 1934, 1935, 1939, 1942, changed 1950s): on the 1930 map, this is shown in the extreme northeast corner of the state, from the Oklahoma border west to Valley, Folsom, Capulin, and ending at Raton. By the 1934 map, this route was extended west to Cimarron, Eagle Nest, Taos, south to Española, and ending at Santa Fe, over what had been US 485. By the 1950s map, US 64 entered New Mexico through Clayton, and then up to Raton, and eventually ending at Santa Fe. The older route from Oklahoma west to Folsom and Capulin is now NM 456 and NM 325. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942 map- a combination of “oil or concrete”, “gravel”, or “graded” sections, and part of the “primary state and federal system routes”; 1939 map- a combination of “oil or concrete” and “graded” sections, and part othe “primary state and federal system routes”; 1935, 1934 maps- “gravel” and “graded”, and part of the “primary state and federal system routes”; 1931, 1930

f

maps- “graded”, “Second Class-All year roads, except after severe storms”. Figure 103: US 64 in the early 1950s (Erwin 1951-1952:106)

114

US Route 66, (1930, 1931, 1934, 1935, realigned 1939, 1942, 1950s): By the 1930 map, the original alignment is shown as entering the state at Glenrio, then west to Endee, San Jon, Tucumcari, Montoya, Newkirk, Cuervo, Santa Rosa, then northwest to Dilia, Bernal, and Romeroville, then curving around to Rowe, Pecos, and Santa Fe, then southwest to La Bajada, Bernalillo, Albuquerque, Los Lunas, then a slow northwest climb to Rio Puerco, Laguna, Grants, Thoreau, Gallup, and on to the Arizona border. By the 1939 map, there were major realigned sections: the route does not head north from Santa Rosa to Santa Fe, but rather heads west from Santa Rosa, across the old NM 6 alignment (Santa Rosa to Palma, Moriarty, Barton, Albuquerque, to a point east of Laguna). First planned and designed in New Mexico between 1925 and 1927, US 66 went through several alignment changes until 1985, when Interstate 40 was built. Designated the “Will Rogers Highway” in 1935, it was also known as “The Main Street of America” and “The Grand Canyon Route”. Reference to US 66 as the “Mother Road” comes from The Grapes of Wrath (Steinbeck 1939). With the creation of Interstate 40 in 1985, the State Highway Commission requested that the US 66 designation be eliminated, with the exception of the portion that followed Central Avenue in Albuquerque, which was designated “Old US 66”. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942, 1939 maps- “oil or concrete”, and part of the “primary state and federal system routes”; 1935, 1934 maps-a combination of “oil and concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. Past Research: Extensive research on historic Route 66 has been completed by many other scholars and is not replicated here. The reader is directed to two studies completed by David Kammer (1993, 2003), for the New Mexico State Historic Preservation Division, located in Santa Fe. Manuscripts are available upon request from that office. Many other resources are available as well, and should be consulted as needed. Additional research can also be conducted using the New Mexico State Highway Engineer’s biennial reports, and past issues of The New Mexico Highway Journal and New Mexico magazine.

Figure 104: Works Program Grade Crossing project on US 66 (Conroy 1935-1936:63)

115

Please n d on the State

ach road section is summarized below, by New Mexico State Historic Preservation Division on

PD# 1581) Manuelito to the Arizona border (SRCP 9/17/93, NRHP 11/22/93): nominated h

s

PD# 1683) Iyanbito to Rehobeth (SRCP 5/9/97, NRHP 11/19/97): nominated under Criterion A

n

PD# 1678) Milan to the Continental Divide (SRCP 5/9/97, NRHP 11/19/97): nominated under

T

PD# 1677) McCarty’s to Grants (SRCP 5/9/97, NRHP 11/19/97): nominated under Criterion A

st

res

PD# 1589) Laguna to McCarty’s (SRCP 11/5/93, NRHP 1/13/94): nominated under Criterion

e

e

ote that several remnant road segments of historic Route 66 have been listeRegister of Cultural Properties (SRCP) and the National Register of Historic Places (NRHP). The reader is encouraged to request complete copies of each nomination form from the HistoricPreservation Division, and to contact the NMDOT Environmental Section for detailed information on bridges and culverts found along these segments. E(HPD) number, summarizing the information provided on the nomination forms, and informatigleaned from NMDOT field research, listed below from west to east: (Hunder Criterion A (transportation) and Criterion G (significant but less than 50 years old), witperiod of significance from 1930 to 1956. This is a 8.4 mile stretch, owned by the NMDOT andmaintained by the District 6 office, currently designated NM 118. The section begins west of Manuelito at MP 8.4 and heads west through deep slope cuts in mesa country, including Devil’Cliff, to the Arizona border at MP 0. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (H(transportation), with a period of significance from 1937 to 1956. This segment is owned by the NMDOT and maintained by the District 6 office, and begins at the Iyanbito Interchange on Interstate 40, at MP 36.1 on NM 118, heading west to the New Mexico State Police station iRehobeth, at approximately MP 26.8 (all east of Gallup). Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (HCriterion A (transportation), with a period of significance from 1937 to 1956. This is a 31.4 mile segment owned by the NMDOT and maintained by the District 6 office, now designated NM 122. The segment begins at MP 31.2 NM 122 in Milan, heading west to the westbound exit ramp of Interstate 40 at Continental Divide (MP 0.6 on NM 122). The eastern 6.3 miles are a four-lane divided road following improvements made in 1951 to US Route 66. Please contact the NMDOEnvironmental Section for details on bridges or culverts in this segment. (H(transportation), with a period of significance from 1936 to 1956. This is a 12.5 mile segment that is owned by the NMDOT and maintained by the District 6 office, now on designated NM 117, 122, and 124. It begins at the McCarty’s Interchange at MP 6.2 on NM 124, and heads weto the east end of Grants at MP 34.9 on NM 122. A hard surface was applied in 1936, with improvements made in 1951 (adding concrete box culverts and pipe culverts). Other structuinclude a Pony Truss bridge built in 1936 (Bridge 1778) over the Rio San Jose. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (HA (transportation), Criterion C (associated architecture), and Criterion G (significant but less than50 years old), with period of significance from 1936 to 1956. This stretch of road is 17.7 miles long, on what is presently designated NM 124, between MP 6.8 and 24.5, currently owned by thNMDOT and maintained by the District 6 office. Seven buildings are mentioned, all associated with the period of significance. These include structures associated with a former trading post and trading post complex: the Budville Trading Company (c. 1938), Villa de Cubero (c.1936), East wing duplex cabin (c. 1936), Southeast corner duplex cabin (c. 1936), Gottlieb House (c. 1936), Southwest corner duplex cabin (c. 1936), and Country Villa Café (c. 1936). No referenc

116

was given for research done with NMDOT records. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (HPD# 1686) Correo to Laguna (SRCP 5/9/97): nominated under Criterion A (transportation),

PD# 1674) Albuquerque to Rio Puerco (SRCP 5/9/97): nominated under Criterion A h of

ne

PD# 1676) Montoya to Cuervo (SRCP 5/9/97, NRHP 11/19/97): nominated under Criterion A

ad

for

PD# 1576) Cuervo to SR 156 (SRCP 9/17/93, NRHP 11/22/93): nominated under Criterion A

.

PD# 1577) Palomas to Montoya (SRCP 9/17/93, NRHP 3/24/94): nominated under Criterion A

s

with a period of significance from 1926 to 1956. This is a 14.8 mile segment that is owned by Laguna Pueblo but maintained by Laguna Pueblo, Valencia County, and the NMDOT. The segment begins at the intersection of NM 6 and an unknown county road near Correo (a few miles south of I-40), heading north and west to exit 114 of Interstate 40 (east of Laguna). TheValencia county road is graveled, the road on tribal lands consists of gravel and eroded asphalt,and the portion on NM 124 is asphalt paved. The NMDOT maintains and owns approximately 1.5 miles of this segment, at the extreme west end. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (H(transportation), with period of significance from 1933 to 1956. This is an 8.5 mile stretcroad, that is owned by the NMDOT and maintained by the District 3 office, as frontage road FR4050 north of Interstate 40. This stretch begins at the West Central Avenue exit at Interstate 40 and heads west to the Rio Puerco bridge. Currently preserved in place, and not accessible to through traffic, the Rio Puerco bridge (NMDOT Bridge 2530) is a Parker Thru Truss, and is oof the longest steel truss spans constructed in New Mexico. It was fabricated by the Kansas City Structural Steel Company and erected by the F.D. Shufflebarger company (Albuquerque) in 1933.Some bridge repairs and remodeling were done in 1957 (Rae et al. 1987:33-34). The bridge itself is listed on the State Register of Cultural Properties and the National Register of Historic Places (HPD# 1662). Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (H(transportation), with a period of significance from 1936 to 1956. This is a 20.3 mile segment that is owned by the NMDOT and maintained by the District 4 office, now in use as frontage roFR 4102 along Interstate 40. It begins at the Montoya Interchange at MP 20.5 on FR 4102, and heads west to the Cuervo Interchange at MP 0 on FR 4102 (all located between Santa Rosa and Tucumcari). A hard surface was applied in 1936, with improvements made in 1951 (adding concrete box culverts and pipe culverts). Please contact the NMDOT Environmental Sectiondetails on bridges or culverts in this segment. (H(transportation), with period of significance from 1932 to 1952. This is a 6.9 mile stretch of now abandoned US Route 66, which serves as a local access road. This road is presently not owned ormaintained by the NMDOT, but is county owned and maintained (Guadalupe County). The stretch begins at the I-40 exit ramp at Cuervo and runs southwest at the junction with NM 156 (H(transportation), Criterion C (culverts, bridges, road design), and Criterion G (significant but less than 50 years old), with period of significance from 1933 to 1956. This is a 10.4 mile segment that presently serves as frontage road FR 4102. The stretch begins 100 feet south of the PalomaInterchange on I-40 and heads west to the Montoya Interchange, at MP 20.8 on FR 4102 (most of the road does not have mile markers, except in Montoya). This is a remnant of 1933 construction, with minor alterations. This road segment is owned and maintained by the NMDOT. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment.

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(HPD# 1675) San Jon to Tucumcari (SRCP 5/9/97, NRHP 11/19/97): nominated under Criterion A (transportation), with period of significance from 1933 to 1956. This is a 23.9 mile stretch of road, owned by the NMDOT and maintained by the District 4 office, which now serves as frontage roads FR 4117 and FR 4118 along Interstate 40. These roads do not have mile markers. It begins at the junction of the frontage road and NM 469, and extends west to the eastern edge of Tucumcari. A hard surface was applied in 1933, with minor alignment changes, road widening, and bridge replacements in the early 1950s. Please contact the NMDOT Environmental Section for details on bridges or culverts in this segment. (HPD# 1578) Glenrio to San Jon (SRCP 9/17/93, NRHP 3/24/94): nominated under Criterion A (transportation) and Criterion C (distinctive characteristics), with period of significance from 1930 to 1952. This is a 14.6 mile stretch, with road and bridges owned and maintained by Quay County (Quay County Road C-020). Four timber beam bridges are located within this stretch of road, all in relatively good condition, with original 1930s wood post guardrails. US 70 (1930): the 1930 alignment came from Muleshoe, Texas, through Farwell, Texas, into New Mexico at Clovis, west to Melrose, Ft. Sumner, Yeso, northwest to Vaughn, then west again to Encino, Lucy, Willard, southwest to Mountainair, Paloduro, Socorro, west to Magdalena, Datil, Quemado, and the Arizona border. The western portion from Socorro to Arizona was originally NM 5 (1912-pre 1930). By the 1931 map, this alignment was US 60, as it is today. Road condition history: A combination of “oil and concrete”, “gravel”, and “graded” sections, and a “First Class-All year roads” route. US 70 (1934, shortened 1935, extended 1939, 1942, 1950s): by the 1934 map, US 70 comes from Muleshoe, Texas, to Clovis, and then southwest to Portales, Elida, Kenna, Roswell, then west to Hondo, and southwest to Mescalero, Tularosa, Alamorgordo, Orogrande, Newman, and on to the Texas border and El Paso. By the 1935 map, the portion between Tularosa and parts south had been renamed US 54. By the 1939 map, US 70 was extended from Tularosa to Alamogordo, southwest to Las Cruces, west to Deming and Lordsburg, and to the Arizona border. This covered parts of old NM 3 and is co-listed with US 80.

Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942 map- “oil or concrete”, and part of the “primary state and federal system routes”; 1939 map-a combination of “oil or concrete” and “gravel”, and part of the “primary state and federal system routes”; 1935, 1934 maps-a combination of “oil and concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”.

Figure 105: US 70-80-85 through Las Cruces (Dwyre 1945-1946:88)

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US 80 (1930, 1931, slightly realigned 1934, 1935, shortened 1939, 1942, 1950s): El Paso, Texas, north to Las Cruces, then west to Deming, Lordsburg, southwest to Steins, and then south to Rodeo and the Arizona border. On the 1934 map, the route west of Lordsburg goes to Road Forks (east of Steins), and heads south to Rodeo and on into Arizona. By the 1939 map, US 80 existed only between El Paso and Las Cruces. Most of this route became Interstate 10 in tlate 1950s.

he

Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942, 1939, 1935, 1934 maps- “oil or concrete”, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. Figure 106: Laying Hot Mix on US 70-80 (Dwyre 1949-1950:58) US 84 (1939, extended 1942, 1950s): Muleshoe, Texas, northwest to Clovis, then west to Fort Sumner, then northwest to a point east of Santa Rosa, west along US 66, then north again to Dilia, Romeroville, and ending at Santa Fe. By the 1942 map, this route was extended north from Santa Fe to Española, Abiquiu, Tierra Amarilla, Chama, and north and west to the Colorado border. This followed part of the old NM 20 alignment, and the old US 66 alignment between Dilia and Romeroville. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942 map- a combination of “oil or concrete” and “gravel” sections, and part of the “primary state and federal system routes”; 1939 map- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”.

US 85 (1930, 1931, 1934, 1935, 1939, 1942, 1950s): was formerly NM 1 “El Camino Real Highway”, between the Territorial Period and the late 1920s (1903-1927?). The route is Las Cruces north to Ft. Selden, Hatch, Hot Springs (Truth or Consequences), San Marcial, Socorro, Belen, Los Lunas, Albuquerque, Bernalillo, La Bajada, Santa Fe, and then east to Pecos, Rowe, Bernal, and then north to Las Vegas, Watrous, Wagon Mound,

Figure 107: A “hard-surfaced”, oiled stretch of US 85, east of Santa Fe Colmon, Springer, French, (Macy 1933-1934:58) Maxwell, Raton, and the Colorado

border.

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Road condition history: 1950s map- the entire route was a “paved”, “through highway”; 1942, 1939 maps- “oil or concrete”, and part of the “primary state and federal system routes”; 1935, 1934 maps- a combination of “oil or concrete”, “gravel”, or “graded” sections, but part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”.

Figure 108: Work on US 85 in Alamosa Canyon late 1930s (Conroy 1937-1938:39) US 87 (1935, 1939, 1942, 1950s): Texline to Clayton, Des Moines, Capulin, Raton, and to Colorado. This replaced US 385 by the 1935 map. This is the same route for present day US 87. Road condition history: 1950s map- the entire route is “paved”, “through highway”; 1942, 1939 maps- “oil or concrete”, and part of the “primary state and federal system routes”; 1935 map-a combination of “oil and concrete” and “gravel”, and part of the “primary state and federal system routes”. US 180 (1930, 1931, 1934, 1935): from old US 85 (now Interstate 25) west to Hillsboro, Kingston, San Lorenzo, Silver City, south to Lordsburg, and then northwest to the Arizona border. By the 1939 map, this was designated NM 180 and a part of U70.

S

Road condition history: 1935, 1934 maps-a combination of “oil and concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. US 180 (1950s): Texas border to Hobbs, Carlsbad, White City, and Figure 109: US 180 in 1933-1934 (Macy 1933-1934:28)

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the Texas border (co-designated with US 62). Road condition history: This entire route was a “paved”, “through highway”, on the 1950s map. US 260 (1939, 1942, 1950s): Deming northwest to Hurley, Silver City, Cliff, Glenwood, Luna, and the Arizona border. This replaced a large portion of NM 11. Road condition history: 1950s map- most of the route is “paved”, with a small portion between Alma and Luna “gravel”, and a “through highway”; 1942 map- a combination of “oil or concrete” and “gravel” sections, and part of the “primary state and federal system routes”; 1939 map- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”.

Figure 110: US 260 in the early 1950s (Erwin 1951-1952:112) US 285 (1935, 1939, realigned 1942, 1950s): Colorado border south to Chama, Tierra Amarilla, Abiquiu, Española, Santa Fe, Lamy, Encino, Vaughn, Roswell, Hagerman, Artesia, Carlsbad, Loving, Malaga, and the Texas border. This replaced all of NM 2 by the 1935 map. By the 1939 map, US 285 was extended north (covered all of old NM 74, from Española to Ojo Caliente, Taos Junction, Servilleta, Tres Piedras, Palmita, and the Colorado border), with a slight realignment at the south end, through Clines Corners on a straight diagonal to Encino. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942 map- a combination of “oil or concrete” and “gravel” sections, and part of the “primary state and federal system routes”; 1939,

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1935 maps- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”. US 287 (1942): Clayton northeast to Oklahoma. This becomes part of US 64 by the 1950s map. Road condition history: 1942 map- the route was a “gravel” section, but part of the “primary state and federal system routes”. US 366 (1930, 1931): El Paso, Texas north to Orogrande and Alamogordo, Tularosa, and then northeast to Ruidoso, east to Hondo, Roswell, and northeast again to Acme, Kenna, Elida, Portales, Clovis, and east to the Texas border. This route became US 70 by the 1934 map. Eventually, this became a part of US 54 (El Paso to Tularosa portion). Road condition history: 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. US 366 (1934, 1935): Albuquerque east to Tijeras, Barton, then dropping south to Moriarty, Estancia, and ending at Willard. Previously, this route had been US 470 (1930, 1931). By the 1939 map, this route has been designated US 66 and NM 41. Road condition history: 1935, 1934 maps-a “gravel” and “graded”, “primary state and federal system routes” road. US 380 (1934, 1935, 1939, 1942, 1950s): San Antonio east to Carrizozo, Capitan, Lincoln, Hondo, Roswell, Tatum, and the Texas border. This route was US 566 on 1930, 1931 maps. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942 map- a combination of “oil or concrete” and “graded” sections, and part of the “primary state and federal system routes”; 1939, 1935, 1934 maps- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”. US 385 (1930, 1931, 1934): Texas border to Clayton, Mt. Dora, Des Moines, Capulin, and ending at Raton. This became US 87 in 1935, and is the present alignment for US 87/64. Road condition history: 1934 map- the route was a combination of “gravel” and “graded” sections, but part of the “primary state and federal system routes”; 1931, 1930 maps- “gravel” and “graded” sections, “First Class-All year roads”. US 470 (1930, 1931): Albuquerque to Moriarty, then south to Estancia, ending at Willard. This was renumbered as US 366 by the 1934 map. Presently, part of Interstate 40 and NM 41. Road condition history: 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. US 485 (1930, 1931): Santa Fe north to Española, then northeast to Embudo, Taos, Eagle Nest, east to Ute Park, Cimarron, and ending between Maxwell and Raton on old US 85. Most of this route became US 64 by the 1934 map.

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Road condition history: 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”. US 550 (1935, 1939, 1942, 1950s): Shiprock, east to Farmington and Aztec, and then north to the Colorado border. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942, 1939 maps- “oil or concrete”, and part of the “primary state and federal system routes”; 1935 map-a combination of “oil and concrete” and “gravel” sections, and part of the “primary state and federal system routes”. US 550 (completed 2002): replaced NM 44 in 2002 with a four-lane highway.

Figure 111: A “hard-surfaced” stretch of US 550 [misprint on photo] (Conroy 1937-1938:96) US 566 (1930, 1931): San Antonio east to Carrizozo, Capitan, Lincoln, and ending at Hondo (then, on to US 366). This route became US 380 by the 1934 map. Road condition history: 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, and both a “First Class-All year roads” and “Second Class-All year roads, except after severe storms”. US 666 (1930, 1931, 1934, 1935, 1939, 1942, 1950s): Gallup north to Tohatchi, Drolets, Newcombe, Shiprock, and on to the Colorado border, replacing what was a portion of NM 32. In the Territorial Period, this route was called the “Spanish Trail Mesa Verde”. Upon statehood, it became NM 32 (created in 1915). With the advent of the US highway system, it became the sixth major route designated off of US 66, called the “Million Dollar Highway” by the Joint Board on Inter-State Highways in 1925. This route is now designated US 491. Road condition history: 1950s map- the entire route is a “paved”, “through highway”; 1942, 1939, 1935, 1934 maps- a combination of “oil or concrete” and “gravel” sections, and part of the “primary state and federal system routes”; 1931 map- “gravel”, “First Class-All year roads”; 1930 map-“gravel” and

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“unimproved” sections, and both a “First Class-All year roads” and “Second Class-All year roads, except after severe storms” route. state highways The New Mexico state highway system began at statehood in 1912, designed by the first State Engineer, James A. French. French immediately set to work conceiving and then creating roads between all major towns, and most of what we experience as the present system of roads was developed by the 1920s through French’s efforts. The designation of state highways has been the most dynamic and changing part of the highway system. By the 1917 map, there were 60 roads listed, and by the 1923 map, there were 110 roads listed. With the advent of the US highway system in 1926, older state highways became upgraded federal roads. As older roads were changed or moved, state road numbers were re-assigned, in a very dynamic and evolving process:

NM 1 “El Camino Real Highway” (1903, 1912, 1917, 1923): named after the historic El Camino Real de Tierra Adentro, from the Spanish Colonial Period. This route was the major north-south arterial of the state, from Anthony in the south to Raton and the Colorado border at the north. The beginnings of this highway started in the Territorial Period, with the very first public funds used for road construction in New Mexico. By statehood in 1912, this road was considered the “backbone” of the state road system, and it received more money and attention than

Figure 112: NM 1 in the mid-1910s (French 1916-1918: 79) all other roads. It was the first road to receive concrete surfacing in the state, between Las

Cruces and El Paso, in the early 1920s. With the establishment of the US Highway system in the early 1920s, this road became US 85, which is first seen by the 1930 official highway map. It is shown as part of the Federal Highway System on the 1923 map, but still designated NM 1. This old transportation corridor is presently altered as Interstate 25. Some of the older US 85 highway may still exist as present- day NM 1, NM 185, and NM 187. Road condition history: 1923 map- “concrete” (between Las Cruces and El Paso, and north and south of Albuquerque), “surfaced” (presumably with oil), “graded”, and “unimproved” sections, “federal highway system”; 1917, 1912 maps- no road condition recorded.

Figure 113: “El Camino Real Highway”, NM 1 (Gillett 1921-1922:8)

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NM 2 (1912, 1917, 1923, extended and srealignment 1930, 1931, shortened 1934): originally extended from the Texas border, through Carlsbad, Artesia, Hagerman, Roswell, Vaughn, Encino, Lamy, and ending at Santa Fe. Shown as part of the Federal Highway System on the 1923 map, from Roswell south to the Texas border, but still designated NM 2. By the 1930 map, the section from Roswell north to Vaughn was realigned to head due north towards Dunlap, and then connecting to then US 70 east of Vaughn. NM 2 was also extended north of Santa Fe to Española, Abiquiu, Canjilon, Tierra Amarilla, Chama, Lumberton, and the

light

illett ( -1922): FAP-5, 114

ned 934, 1 939, shortened and

Figure 115: On NM 3 (Gillett 1918-1920:57)

r seve l new 2) Las Cruces northeast to Alamogordo, north

Vegas, Mora, Tres Ritos, Ranchos de Taos,

o Duran

Colorado border. This northern portion subsumed NM 36. By the 1934 map, the

Figure 114: NM 2, c. 1919-1920 road headed northeast from Chama to the (Gillett 1918-1920:91) Colorado border. All of NM 2 was designated US 285 on the 1935 map.

Road condition history: 1934 map- the route was a combination of “oil or concrete”, “gravel”, or “graded” sections, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads” (short segment on 1930 map, Española to south of Canjilon, that is “Second Class” road); 1923 map- “surfaced” (presumably with oil), “graded”, and “unimproved” sections, with segments on the “federal highway system” and “state highway system”; 1917, 1912 maps- no road condition recorded. NM 3 (1912, 1917, 1923): Las Cruces to Alamogordo, Carrizozo, Vaughn, Santa Rosa, Tucumcari, San Jon, to the Texas border. Road condition history: 1923 map- “concrete” (Las Cruces to Alamogordo, Tucumcari to Texas border), “surfaced” (oil?), “graded”, and “unimproved” sections, all on the “state highway system”; 1917, 1912 maps- no condition recorded. Plan and Profile Research: French (1916-1918): FAP-5, 6, 7 Gillett (1919-1920): FAP-5, 22, 41 G 1921

NM 3 (1930, 1931, slightly realig1 935, 1realigned 1942, shortened 1950s): this road number was reused fo ra locations, all designated NM 3: 1) Columbus west to Hacita ending at Rodeo, and to Carrizozo, Ancho, Corona, Duran, Encino, LasTaos, Questa, Costilla, and on to the Colorado border. By the 1934 map, there is a slight realignment from Hacita to Animas, and ending at a point north of Rodeo. By the 1935 map, parts of NM 3 are also designated US 54. On the 1942 map, this route had been reduced t

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north to Bernal, and the segment north of Encino was realigned to not connect with US 285. Bthe 1950s map, a large section of NM 3 was removed (from Encino north to Villanueva) leaving two separate segments: 1) Villanueva north to Las Vegas, Taos, Questa, and the Colorado border,and 2) Duran to Encino. At present, the Columbus west portion is most of NM 9. Las Cruces north portion is perhaps US 70, US 54, NM 3, NM 518, and NM 522. Road condition history: 1950s map- the portion between Duran and Encino is an “unimproved

y

road”, and the northern , with a “gravel” section from Holman to Ranchos de Taos; 1942 map-

ll

y”.

M 4 (1912, 1917, 1923):

Deming, Lordsburg, and then outh to Rodeo. This old route

road

improved” al

, 1912 .

section is mostly “paved”entirely “graded”, and part of the “secondary state routes”; 1939 map- a combination of “oil andconcrete”, gravel”, and “graded” sections, and both part of the “primary state and federal system routes” and “secondary state routes”; 1935, 1934 maps- a combination of “oil and concrete” and “gravel” sections, and a combined “primary state and federal system routes”, “secondary routes”,

and “third class routes”; 1931 map- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”; 1930 map- “oil and concrete”, “gravel”, “graded”, and “unimproved” sections, and a combination of athree road types- “First Class-Allyear roads”, “Second Class-All year roads, except after severe storms”, and “Third Class-Forconditions, make local inquir

Figure 116: NM 3, c. 1949-1950 (Dwyre 1949-1950:44) Noriginally from Las Cruces west tosfollowed a Territorial Periodcreated in 1903, by the TerritorialAssembly and the Good Roads Commission. Shown as part of the Federal Highway System on the 1923 map, but still designated NM 4. Road condition history: 1923 map- “surfaced” (presumably with oil), “graded”, and “unsections, all on the “federhighway system”; 1917maps- no road condition recorded

Figure 117: NM 4 mid-1910s (French 1916-1918: 49)

126

NM 4 (1930, 1931, ,

M

etween dro rings

).

z he

are united to for om San Ysidro north to Jemez Springs, north to NM 126, then east to Los Alamos, Frijoles, Otowi, and ending at Pojoaque.

” between Jemez Springs and 39 maps- entirely “graded”, and part of the “secondary state routes”;

erson Scenic Route” in 1972.

M 5 (1912, 1917, 1923): originally om Socorro west to Magdalena, Datil,

umably unimproved”

ll route from

ta

extended 1934, 1935changed 1939, 1942, 1950s): By the 1930 map, two separate routes are labeled N4: 1) from Pojoaque west to Otowi and Frijoles (this is nowNM 502), and 2) b San Ysinorth to Jemez Sp(part of present NM 4This segment was extended by 1934 to continue from Jemesprings to Cuba. By t1939 map, these two separate road sections

m a continuous loop fr

Figure 118: NM 4 in the late 1940s (Dwyre 1947-1948:11)

Road condition history: 1950s map- this route is shown as “paved” in portions, and “gravelFrijoles Canyon; 1942, 191935, 1934 maps-a combination of “oil and concrete” and “graded” sections, and part of the “secondary state routes”; 1931, 1930 maps- “gravel” and “graded” sections, “Second Class-All year roads, except after severe storms”. NM 4 (present): located from San Ysidro north to Jemez Springs and on to White Rock. NM 4was designated “Senator Clinton P. And NfrQuemado, and on to the Arizona border. Shown as part of the Federal Highway System on the 1923 map, but still designated NM 5. Became the western part of US 70 by the 1930 map. This is now US 60. Road condition history: 1923 map- “surfaced” (preswith oil), “graded”, and “sections, all on the “federal highwaysystem”; 1917, 1912 maps- no road condition recorded. NM 5 (1930, 1931, 1934, 1935, 1939, 1942, 1950s): a sma Figure 119: NM 5 in the late 1910s (Gillett 1918-1920:14b) Española west to the Puye Cliff Dwellings. This original route is now realigned, as tribal road 601 (SanClara Pueblo).

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Road condition history: 1950s map- this route is shown as “gravel”, and an “other highway”; 1942, 1939, 1935, 1934

nd part of the “secondary state routes”; 1931, 1930 maps- “graded”,

M 6 (1912, 1917, 1923): originally from Los Lunas west to Laguna, Cubero, McCarty’s, rants, Thoreau, Gallup, and on to the Arizona border (now just Los Lunas to east of Laguna on

d” (presumably with oil), “graded”, and “unimproved” sections, all on the 7, 1912 maps- no road condition recorded.

ropping south to a y and

l” and “graded” sections, and part of the l system routes”; 1934 map-a combination of “oil and concrete”,

ns,

erco, and ending at US 66

e entire route is “paved”, “other highway”; 1942 map- a combination of “oil or graded” sections, and both part of the “primary state and federal system

te

maps- entirely “graded”, a“Second Class-All year roads, except after severe storms”. NGInterstate 40). Shown as part of the Federal Highway System on the 1923 map, but still designated NM 6. Road condition history: 1923 map- “surface“federal highway system”; 191NM 6 (1930, 1931, slightly realigned 1934, 1935): the 1930 map shows NM 6 as running between Santa Rosa, west to Palma, Moriarty, Tijeras, Albuquerque, and dpoint east of Laguna. The 1934 map shows this route as possibly realigned between MoriartBarton, and Albuquerque and a point east of Laguna. Road condition history: 1935 map-a combination of “oil and concrete”, “grave“primary state and federa“gravel”, “graded”, and “unimproved” sections, and part of the “primary state and federal systemroutes”; 1931, 1930 maps- “oil and concrete”, “gravel,” “graded”, and “unimproved” sectioand a mix of “First Class-All year roads”, “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, make local inquiry” road. NM 6 (1939, extended 1942, 1950s): by the 1939 map, this road designates a portion of theolder alignments (1912, 1917, 1923), from Los Lunas west to Rio Pueast of Laguna [this portion was also US 66 from 1925-1937]. The route was extended on the1942 map to points south of Los Lunas, Belen, and ending on US 60 east of Bernardo (covering old NM 52). Road condition history: 1950s map- thconcrete”, “gravel”, and “routes” and “secondary state routes”; 1939 map- “oil or concrete”, and part of the “primary staand federal system routes”.

Figure 120: Work on NM 6 during the Depression (Conroy 1935-1936:36)

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NM 7 (1912, 1917, 1923): Alameda north to San Ysidro, Jemez Pueblo, and ending at Jemez

- no road condition recorded.

te is a “paved”, “through highway”.

M 8 (1912, 1917, 1923): Santa Fe north to Española, Embudo, Taos, Questa, and on to the

“unimproved” sections, with no

is

te is “paved”, “other highway”; 1942 map- entirely “oil or concrete”,

t

M 9 (1912, 1917, 1923): Socorro north to Belen. By the 1930 map, this route is gone. Presently

esumably with oil) and “graded”, all on the “federal highway system”;

M 10 (1912, 1917, 1923, shortened 1930, 1931, 1934, 1935, 1939, lengthened 1942, 1950s):

“paved”, “gravel”, and “unimproved” sections; 1942, 1939, 1935, 1934 oil or concrete”, “gravel”, and “graded” sections, and part of the

Springs. By the 1930 map, the route from San Ysidro north to Jemez Springs had been designated NM 4, and the portion south of San Ysidro did not exist. Road condition history: 1923 map- “unimproved”, “state highway system”; 1917, 1912 mapsNM 7 (1950s): on the 1950s map, NM 7 is the short stretch from White City to Carlsbad Caverns. Road condition history: On the 1950s map, this rou NColorado border (now US 84/285, NM 68, and NM 522). Road condition history: 1923 map- “surfaced” (presumably with oil), “graded”, andsegments on the “federal highway system” and “state highway system”; 1917, 1912 maps-road condition recorded. NM 8 (1930, 1931, shortened 1934, 1935, 1939, extended 1942, 1950s): by the 1930 map, throute designated a new road from Monument south to Jal and the Texas border. By the 1934 map, this route had been shortened to Eunice curving around north and ending at NM 16 (west of Hobbs). On the 1942 map, NM 8 was extended to the north from Monument northwest to NM 83, east of Lovington. Road condition history: 1950s map- this entire rouand part of the “secondary state routes”; 1939, 1935, 1934 maps- “graded”, and part of the “secondary state routes”; 1931, 1930 maps- “graded”, both “Second Class-All year roads, excepafter severe storms” and “Third Class-For conditions, make local inquiry” road. Nit does not exist. Road condition history: 1923 map- “surfaced” (pr1917, 1912 maps- no road condition recorded. NM 9 (1942, 1950s): Columbus west to Hachita, Animas, and ending at the Arizona border. Road condition history: 1950s map- this route is mainly noted as “gravel”, with and “unimproved” section east of Hermanas; 1942 map- entirely “graded”, and part of the “secondary state routes”. NAlbuquerque east to Tijeras, north to Golden, Cerrillos, and ending at a point south of Santa Fe (now parts of Interstate 40 and NM 14). The portion between Albuquerque and Tijeras was designated part of the Federal Highway System on the 1923 map, and US 470 by the 1930 map. By the 1935 map, NM 10 extended south of Tijeras to Chilili, Tajique, Manzano, and ending at Mountainair (over part of old US 366). By the 1942 map, the road was extended again to the south from Mountainair to Gran Quivira, Claunch, to end at a point on US 54 north of Carrizozo(over old NM 15). Road condition history: 1950s map- the route has maps- a combination of “

129

“secondary state routes”; 1931 map- “gravel” and “graded” sections, “Second Class-All year roads, except after severe storms”; 1930 map- “unimproved” and “graded” sections, “SeconClass-All year roads, except after severe storms”; 1923 map- “surfaced” (presumably with oiland “unimproved” sections, all on the “state highway system”; 1917, 1912 maps- no road condition recorded.

d )

M 11 (1912, 1917, 1923, extended 1930, 1931, 1934, extended 1935, changed 1939, hortened 1942, 1950s): Deming north to Spalding, Whitewater, Silver City, ending at

map, oute was

ation of tions, and part of the “primary state and federal system routes”; 1935

M 12 (1912, 1917, extended 1923, shortened 1930, 1931, 1934, 1935, 1939, 1942, 1950s): atil south to Horse Springs, Reserve, and ending west of Mogollon (now still NM 12 and parts

”; 1942, 1939 maps- a nd “graded” sections, and part of the “secondary state routes”; 1935,

e orms”;

M 13 (1912, 1917, 1923): San Antonio to north of Carrizozo at Coyote, dropping down to arrizozo and on through Capitan, Hondo, Roswell, Tatum, and to the Texas border. The

he US

unimproved” sections, with highway system”, “state highway system”, and “state highway system

proposed” (Carthage to Coyote); 1917, 1912 maps- no road condition recorded.

NsMogollon. Most of this road is shown as part of the Federal Highway System on the 1923from Deming north to north of Cliff, but still designated NM 11. By the 1930 map, this rextended west of Reserve to Luna and on to the Arizona border, and Deming south to Columbus.On the 1935 map, the route was extended slightly to the south of Columbus to Palomas, Mexico. By the 1939 map, NM 11 was only between Deming, Columbus, and the Mexican border (Palomas). By the 1942 map, this route was solely between Deming, Columbus, and the Mexican border. The older portions of the route are now parts of US 180, NM 11, and NM 174. Road condition history: 1950s map- the entire route is “paved”, “through highway”; 1942, 1939 maps- a combin“gravel” and “graded” secmap-a combination of “oil and concrete” and “graded” sections, and part of the “primary state and federal system routes”; 1934 map-a combination of “oil and concrete”, “gravel” and “graded” sections, and part of the “primary state and federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, “First Class-All year roads”; 1923 map- “surfaced” (presumably with oil) and “graded”, all on the “federal highway system”; 1917, 1912maps- no road condition recorded. NDof US 180). By the 1923 map, NM 12 was extended to meet with NM 11, between Alma and Glenwood, forming a continuous loop between Datil and Silver City. By the 1930 map, NM 12 ended just southwest of Reserve, where it joined NM 11. Road condition history: 1950s map- this route is entirely “paved”, and “through highwaycombination of “gravel” a1934 maps-a combination of “oil and concrete” and “gravel” sections, and part of the “secondary state routes”; 1931 map- “graded”, “Second Class-All year roads, except after severstorms”; 1930 map- “unimproved”, “Second Class-All year roads, except after severe st1923 map- “graded” and “unimproved” sections, all on the “state highway system”; 1917, 1912 maps- no road condition recorded. NCsegment between Carrizozo and Roswell is shown as part of the Federal Highway System on t1923 map, but still designated NM 13. This route became US 566 and US 366, NM 13, and62 by the 1930 map. This route is presently part of US 380. Road condition history: 1923 map- “surfaced” (presumably with oil), “graded”, and “segments on the “federal

130

NM 13 (1930, 1931, changed 19shortened and slightly realigned 19351939, 1942, 1950s): this road designation was changed by the 1930 m a route be

34, ,

ap, to tween a point west of

p to end

y”; 1942, 1939 maps- graded”, and part ps- a “third class route” road; 1931, 1930 maps-

graded”, “Third Class-For conditions, make local inquiry”.

ent is presently non-existent).

xtended from Tatum to east of Jenkins (to join with NM 17) by the 1923 map. This old route as renumbered as NM 18 by the 1930 map.

rded

Arizona border.

t south of Santa Fe, south to Cerrillos,

. By tended down from Carlsbad south to Blue Springs, and on to the

exas border. This old route was renumbered as NM 18 by the 1930 map. Presently US 62/180 r western portion, from Carlsbad south, but the eastern portion appears to be a completely

th NM 41 (or illard. On the 1935 map, this road had been extended to cover the

Hope north to Roswell and east to the Texas border. The route was shortened at the north end on the 1934 maat Roswell (the eastern portion becameUS 70), but also shown between Piñon, Dunken, and up to old NM 83 (now US82). On the 1935 map, NM 13 is only between a point west of Hope and Roswell, and appears to be slightly realigned to the east. NM 13 today begins at the same point west of Hope, but is aligned more to the east, to end west of Hagerman.

1950s map- this entire route is “gravel” and “other highwa

Figure 121: NM 13 in 1920 (Gillett 1918-1920:13) Road condition history:

of the “secondary state routes”; 1935, 1934 ma“ NM 14 (1912, 1917, extended 1923): in the southeast part of the state, linking Monument northto Knowles, Lovington, and ending at Tatum (this old alignmEwRoad condition history: 1923 map- “unimproved”, “state highway system”; 1917, 1912 maps- no road condition recoNM 14, c. 1937-1938: unknown location on map. NM 14 (1950s): Road Forks to Steins and theRoad condition history: On the 1950s map, this is entirely “paved”, and a “through highway”. NM 14 (present): replaced old NM 10, from a poinMadrid, Golden, to Tijeras. NM 15 (1912, 1917, 1923): Carlsbad east to Pearl, Monument, and on to the Texas borderthe 1923 map, NM 15 was exTfodifferent alignment. The segment south of Carlsbad may still be the old alignment. Road condition history: 1923 map- “surfaced” (presumably with oil), all on the “state highway system”; 1917, 1912 maps- no road condition recorded. NM 15 (1930, 1931, 1934, extended 1935, 1939): Mountainair southeast to link wiNM 42 1939), south of W

131

portion of NM 41 from Gran Quivira south to US 54. This road was replaced by NM 10 on t1942 map.

he

For conditions, make local inquiry”.

, f US 70 by the 1934 map. Presently, it is still

S 70. This may be the original alignment from 1912. This entire route is shown as part of the ederal Highway System on the 1923 map, but still designated NM 16.

y number was reused for ent east to Hobbs and the Texas border. By the 1939 map, another

ted NM 161, and Monument to Texas was part of

, “Second Class-All year roads, except after severe storms”; 1930 map- “unimproved”, make local inquiry”.

section immediately south of Portales appears be the same alignment as in 1912. By the 1923 map, this route was extended to meet with NM

4 at Tatum, and designated NM 14 for the entire route. By the 1930 map, this route was

nded 1942, 1950s): from Farmington east to Bloomfield, Blanco, t to Dulce, and ending at Chama. On the 1942 map, the route was

ition history:

ado graded” sections, and both

te routes” and “third class state routes”.

and ending at the Texas state order. By the 1930 map, the portion from Pleano north to Tucumcari was removed, and instead aligned over the old NM 85 aligned going towards Ragland and due north to Tucumcari.

Road condition history: 1939 map- “gravel” and “graded”, on “secondary routes” and “third class routes”; 1935, 1934maps-a “graded”, and part of the “secondary state routes”; 1931, 1930 maps- “unimproved”, “Third Class- NM 16 (1912, 1917, 1923): Tularosa to Mescalero, ending at Hondo. Renumbered as NM 24and part of US 366, by 1930 map. Labeled as part oUFRoad condition history: 1923 map- “surfaced” (presumably with oil) and “graded”, all on the “federal highway system”; 1917, 1912 maps- no road condition recorded. NM 16 (1930, 1931, 1934, 1935, two locations 1939): this state highwaa small road from Monumlocation was labeled NM 16: Claunch southwest to Bingham. Both locations are renumbered by the 1942 map-Claunch to Bingham was designaUS 62. Road condition history: 1939 map- “oil and concrete” near Hobbs, and “graded” from Bingham to Claunch, both “secondary routes”; 1935, 1934 maps- a “graded”, “secondary state routes” road; 1931 map- “graded”“Third Class-For conditions, NM 17 (1912, 1917, extended 1923): originally from Portales south about 20 miles. Presently NM 206, linking Portales south to Lovington. Theto1renumbered as part of NM 18. Road condition history: 1923 map- “unimproved”, all on the “state highway system”; 1917, 1912 maps- no road condition recorded. NM 17 (1934, 1935, 1939, exteGobernador and northeasextended north from Farmington to La Plata and the Colorado border. Road cond1950s map- the route was “paved” from the Colorado border south to La Plata and Farmington, and east to Bloomfield and Blanco, but is “unimproved” and “gravel” to Dulce and the Colorborder; 1942, 1939, 1935, 1934 maps- a combination of “gravel” and “part of the “secondary sta NM 18 (1912, 1917, 1923): Roswell northeast to Elkins, Elida, Kermit, Portales, Clovis, northwest to Tucumcari, and northeast again to Logan, Nara Visa,brePresently US 70 to Clovis, non-existent between Clovis and Tucumcari, and US 54 from Tucumcari to the Texas border. The section from Roswell to Clovis may be the same alignment

132

from 1912, as well as the section from Tucumcari to the Texas border. This entire route is shown as part of the Federal Highway System on the 1923 map, but still designated NM 18. Road condition history: 1923 map- “surfaced” (presumably with oil), “graded”, and “unimproved” sections, with most of the route on the “federal highway system” and a short segment on the “state highway system”; 1917, 1912 maps- no road condition recorded. NM 18 (expanded, realigned 1930, shortened 1931, realigned 1934, 1935, 1939, 1942, 1950s):

est to Ragland, north to Tucumcari, northeast to

e

nd a mix of all road types- “First Class-All year roads”, “Second Class-”

(1912, 1917, 1923): from a point east of Belen southeast to Becker, north to Mountainair nd Willard, east to Encino, Vaughn, Ft. Sumner, Clovis, and the Texas state line. This entire ute is shown as part of the Federal Highway System on the 1923 map, but still designated NM

9. It was part of US 70 on the 1930 map, which became US 60 by the 1931 map. Between

912 maps- no road

“gravel”, but “through

and part of the “primary utes”.

1950s): originally from a point north of Roswell north to ner, Santa Rosa, and ending at Las Vegas he 1923

map, between Ft. Sumner and Puerto de Luna. B as designating a

By the 1930 map, this route was expanded and realigned to include parts of NM 15, NM 82, and NM 14. The new route extended from the Texas border north to Carlsbad, east to Monument, north to Tatum, Dora, Portales, Clovis, Grady, wLogan, Nara Visa, north to Clayton, Moses, and ending at the Oklahoma border. Part of the route was designated US 62 by the 1931 map (Texas border west to Tatum, south to Carlsbad). By the 1934 map, NM 18 was realigned to extend south of Lovington over old NM 83 to Hobbs, and from Hobbs south to Eunice, and over old NM 8 from Eunice south to Jal and the Texas border. Road condition history: 1950s map- this entire route is “paved”, “through highway”; 1942, 1939, 1935, 1934 maps- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary statand federal system routes”; 1931, 1930 maps- “oil and concrete”, “gravel”, “graded”, and “unimproved” sections, aAll year roads, except after severe storms”, and “Third Class-For conditions, make local inquiryroad. NM 19aro1Belen and Scholle, it was labeled NM 52 on the 1934, 1935 maps, and US 60 for the portion east. The same route may still be there as present day NM 47 and US 60. Road condition history: 1923 map- “graded” and “unimproved” sections, with most of the route on the “federal highway system” and a short segment on the “state highway system”; 1917, 1condition recorded. NM 19 (1942, 1950s): Chama northeast to the Colorado border. Road Condition history: This route is entirelyhighway”, on the 1950s map; 1942 map- entirely “gravel”, state and federal system ro

Figure 122: NM 19 in the early 1950s (Erwin 1951-1952: 85)

NM 20 (1912, 1917, major changes 1923, 931, 1934, shortened and realigned 1930, 1

935, changes 1939, shortened 1942, 1Ft. Sum . This route was partially realigned by t

y the 1930 map, this route w

133

much smaller and realigned road between a point south of Dunlap, through Dunlap, northeast to Rosa on then US 66. By the 1939 map, NM 20 is

d

” eral system routes”; 1934 map-a

oncrete”, “gravel” and “graded” sections, and part of the “primary state 0

d ending at Hebron. The portions to Mora, and from Cimarron east to ebron are shown as part of the Federal Highway System on the 1923 map, but still designated M 21. By the 1930 map, this route was shortened and changed somewhat, beginning east of

ap, north ion

e

routes” road; 1934 maps- “gravel” and “graded” sections, and

utes” and “third class routes” road; 1931 map- “gravel” and “graded”,

mostly

Ft. Sumner, and ending at a point east of Santafound in two separate locations: 1) Ft. Sumner southwest to US 285 north of Roswell, and 2) from NM 65 south to La Lindre. By the 1942 map, only Ft. Sumner south to US 285 is left as NM 20. Presently, what is left of the pre-1930 route is possibly still extant on the northern thirof present NM 20, and the northern half of US 84 from Ft. Sumner to Santa Rosa, and US 84 on to Romeroville, just south of Las Vegas. The portion with the highest probability of retaining historic integrity is probably the portion on present NM 20. Road condition history: 1950s map- the entire route is “paved”, “through highway”; 1942 map- entirely “graded”, and part of the “primary state and federal system routes”; 1939 map- “gravel” and “graded”, and part of the “primary state and federal system routes”; 1935 map-a combination of “oil and concreteand “graded” sections, and part of the “primary state and fedcombination of “oil and cand federal system routes”; 1931 map- “gravel” and “graded”, “First Class-All year roads”; 193map- “gravel” and “graded” sections, and both a “First Class-All year roads” and “Second Class-All year roads, except after severe storms”; 1923 map- “unimproved”, with segments on the “state highway system” and “state highway system proposed”; 1917, 1912 maps- no road condition recorded. NM 21 (1912, 1917, 1923, shortened 1930, 1931, 1934, 1935, slight changes 1939, 1942, changed 1950s): beginning at a point north of Las Vegas, north to Sapello, Mora, Ocate, Cimarron, Colfax, anHNMora to Ocate, then jogging east to Naranjos, then north to end at Cimarron. By the 1939 mthe road went directly from Ocate north to Cimarron. The same route is now NM 518 fromof Las Vegas to Ocate, there is no direct road between Ocate and Cimarron, the western portof present NM 21 is probably the old alignment remnant of the 1912 NM 21, and from Cimarronto approximately the same location as Hebron (now non-existent) is US 64. On the 1950s map,NM 21 was split into two separate segments, following the removal of the Ocate to Cimarron portion. NM 21 is shown as 1) from NM 3 north to Ocate, and 2) from Miami to Cimarron. The portions that might be eligible to the National Register of Historic Places are NM 518 and the western portion of present NM 21. Road condition history: 1950s map- the southern portion is “paved”, and the northern portion is “unimproved”; both ar“other highways”; 1942 map- “graded”, and both part of the “secondary state routes” and “third class state routes”; 1939, 1935 maps- “oil and concrete” and “graded” sections, and was both a“secondary routes” and “third class was both a “secondary roand both a “First Class-All year roads” and “Third Class-For conditions, make local inquiry” road; 1931 map- “gravel”, “graded”, and “unimproved” sections, and both a “First Class-All yearroads” and “Third Class-For conditions, make local inquiry” road; 1923 map- “surfaced” (presumably with oil) and “unimproved” sections, with portions on the “federal highway system” and “state highway system”; 1917, 1912 maps- no road condition recorded. NM 22 (1912, 1917, 1923): Santa Fe east to Las Vegas. By the 1930 map, this route had disappeared, with the section from Porvenir to Las Vegas renumbered as NM 65. NM 65

134

extended to points east, from Las Vegas, to Mosquero, Rosebud, and ending at old NM 18, north f Nara Visa. It appears that none of this route now exists in the present road system.

ndition

route is still NM 3, which has a high probability of being the same alignment as the riginal. This road in general also retains many of the original characteristics of older two-lane ighways.

ed.

e 1935 map, although the road is present from the 1930 map onward].

s”.

of US 82, M 130, and NM 24, ending at Piñon. The portion connecting on east to Carlsbad no longer

xists.

(changed 1930, 1931, 1934, 1935, 1939, extended 1942, 1950s): By the 1930 map, this headed northwest to Weed, Cloudcroft, and ending at Mescalero. By

not exist.

” road; 1934 maps- “graded”, and both a hird class routes” road; 1931, 1930 maps- “graded”, “Third Class-For

een these towns. oad condition history: 917, 1912 maps- no road condition recorded.

ing at NM 61.

ver City to Pinos Altos, but then “gravel” and

oRoad condition history: 1923 map- “unimproved”, “state highway system proposed”; 1917, 1912 maps- no road corecorded. NM 23 (1912, 1917, 1923): Encino south to Duran. This road became NM 3 by the 1930 map. The same ohRoad condition history: 1923 map- “unimproved”, “state highway system”; 1917, 1912 maps- no road condition recordNM 23 (1930, 1931, 1934, 1935, 1939, 1942, 1950s): US 66 south to Acoma. [The label is not seen until thRoad condition history: 1950s map- this is “gravel”, “other highway”; 1942, 1939 maps- entirely “graded”, and part of the “secondary state routes”; 1935, 1934 maps-an “unimproved”, “secondary routes” road; 1931, 1930 maps- “unimproved”, “Second Class-All year roads, except after severe storm NM 24 (1912, 1917, 1923): Alamogordo east to Cloudcroft, southeast to Weed, Piñon, and Queen, and then north east to Carlsbad. What is left of this older alignment is a portionNeRoad condition history: 1923 map- “unimproved”, “state highway system” and “state highway system proposed”; 1917, 1912 maps- no road condition recorded. NM 24route began at Piñon and the 1942 map, the route was extended northeast of Piñon to Dunken and NM 83 (over what had been NM 33). Presently, this route does Road condition history: 1950s map- this is shown as mainly “gravel” and “paved” (Weed to Cloudcroft only), and an “other highway”; 1942, 1939 maps- entirely “graded”, and part of the “secondary state routes”; 1935 map- an “oil and concrete”, “secondary routes“secondary routes” and “tconditions, make local inquiry”. NM 25 (1912, 1917): Silver City west to Red Rock. By the 1923 map, this route did not exist. At present, there is no route betwR1NM 25, c. 1947: unknown location on map. NM 25 (1950s): Silver City to Pinos Altos and endRoad condition history: On the 1950s map, the road is “paved” from Sil“unimproved” for the remaining two-thirds.

135

NM 26 (1912, 1917, 1923, shortened 1930, 1931, 1934, 1935, 1939): Deming northeast to Florida and Nut, then northwest to Hillsboro, and northeast again to Las Palomas (now

illiamsburg?). By the 1930 map, the section between Hillsboro and east became part of US 80. What is potentially left of the original alignment is on present NM 26 and NM 27, between

First Class-All year roads”; 1930 map- “graded”, “First Class-All year ced” (presumably with oil) and “unimproved” sections, all on the “state

w atch, although the present alignment appears slightly

ifferent from the old alignments. oad condition history:

s”; -All year roads, except after severe storms”; 1923 map-

“state highway system”; 1917, 1912 maps- no road condition recorded.

part

nutillo. This route is not shown on the 1930 map, but is on the 931, 1934, and 1935 maps. By the 1950s map, the route was extended north of Las Cruces to adium Springs and US 85. Most of this older alignment could be present NM 228, from

nd

ate routes”; 1935 map- “graded”, and a “secondary routes” road; 1934 map- y routes” road; 1931 map- “gravel”, “First Class-All year roads”; 1923

e was extended south to Columbus. The 1923 map shows this segment s a portion of the Federal highway System. By the 1930 map, this route was renumbered as a ortion of NM 11. NM 11 presently is between Deming and Columbus. The northern portion

W1Deming and Hillsboro. Road condition history: 1939 map- the route was “gravel” and “graded”, and part of the “secondary state routes”; 1935,1934 maps- “oil and concrete” and “gravel” sections, “secondary routes” road; 1931 map- “gravel” and “graded”, “roads”; 1923 map- “surfahighway system”; 1917, 1912 maps- no road condition recorded. NM 26 (1942, 1950s, present): Deming, northeast to Nutt, and ending at Hatch. Road condition history: 1950s map- this entire route is “paved”, “through highway”; 1942 map- “oil or concrete”, and part of the “secondary state routes”. NM 27 (1912, 1917, 1923, 1930, 1931, 1934, 1935, 1939): from Nutt east to Hatch. This is nothe location of NM 26 from Nutt to HdR1939 map- “graded”, “secondary routes” road; 1935, 1934 maps- “gravel” and “graded” sections, and a “secondary routes” road; 1931 map- “gravel” and “graded”, “First Class-All year road1930 map-“graded”, “Second Class“unimproved”, all on the NM 27 (1942, 1950s): Nutt north to Hillsboro. Road condition history: 1950s map- this entire route is “gravel”, “other highway”; 1942 map- entirely “graded”, andof the “secondary state routes”. NM 28 (1912, 1917, 1923, 1931, 1934, 1935, 1939, 1942, extended 1950s): Mesquite (south of Las Cruces) heading south to Ca1RMesquite to San Miguel, still NM 28 from San Miguel to due west of Canutillo, and NM 375 on to Canutillo. Road condition history: 1950s map- this entire route is “paved”, “through highway”; 1942 map- “oil or concrete”, apart of the “secondary state routes”; 1939 map-“oil or concrete” and “gravel”, and part of the “secondary st“gravel”, and a “secondarmap- “surfaced” (presumably with oil), all on the “state highway system”; 1917, 1912 maps- noroad condition recorded. NM 29 (1912, extended 1917, 1923): the 1912 road was a short segment, from Deming south. By the 1917 map, the routap

136

may retain characteristics of the 1912 route; from the “bend” and south to Columbus is possibly still the 1917 alignment. Road condition history: 1923 map- “graded”, all on the “federal highway system”; 1917, 1912 maps- no road condition recorded. NM 30 (1912, 1917, 1923): Mora north to Taos. This route was renumbered as part of NM 3 bythe 1930 m

ap. This may be present NM 518, and still the same alignment beginning in 1912.

oad condition history: 923 map- “surfaced” (presumably with oil), “graded”, and “unimproved” sections, all on the

, slight changes 1939, east to Lovington. By the 1930 map, this was shortened

nd partially realigned to run from Hagerman to Lovington. By the 1935 map, this route looks lightly realigned in its arc. By the 1939 map, this road ends at Maljamar (not east of it). By the

h

improved”, and part of the 1935, 1934 maps-a “third class route” road; 1931, 1930 maps- “graded”,

”

rock, ast through Fruitland, Farmington, Aztec, and curving north to Cedar Hill and the Colorado order. Extended by the1923 map to include a road south of Gallup to Inscription Rock and

rock

nd e

e

ut still

ed” sections, and both part of the “secondary state routes” and 1939 map- “graded”, and both part of the “secondary state routes” and

R1“state highway system”; 1917, 1912 maps- no road condition recorded. NM 30, c. 1945: unknown location. NM 31 (1912, 1917, 1923, changed 1930, 1931, 1934, realigned? 19351942, extended 1950s): Lake Arthuras1950s map, this route was extended south of Maljamar to a point on US 62/180, and further soutto Loving. Only the east portion still exists as a route, as US 82. Road condition history: 1950s map- the route is “gravel”, “unimproved”, but also “paved” in parts, as an “other highway”; 1942 map- the route was a combination of “gravel” and “graded” sections, and part of the “secondary state routes”; 1939 map- the route was entirely “un“secondary state routes”; “Third Class-For conditions, make local inquiry”; 1923 map- “graded” and “unimprovedsections, all on the “state highway system”; 1917, 1912 maps- no road condition recorded. NM 32 (1912, 1917, 1923, shortened 1930, 1931, extended and realigned 1934, 1935, realigned 1939, realigned 1942, 1950s): Gallup north to Sheep Springs, Crozier, and ShipebQuemado. By the 1930 map, most of this route was renumbered, to NM 19 between Shipand parts east, and US 666 from Gallup north to Shiprock. Only the alignment from Inscription Rock south to Quemado was still NM 32 in 1930. By the 1934 map, the route was extended arealigned to include what was old NM 36 to Gallup as part of NM 32, two branches of road arshown extending up to Inscription Rock and Ramah, northwest of Quemado the road veers to thwest more to go to Salt Lake before heading north to Atarque and the two new road branches described above, and the route heads south of Quemado to Apache Creek on NM 12. An unnumbered route between Paxton and Grants may be NM 32 on the 1934, 1935 maps. By the 1939 maps, the route started at Quemado and headed northeast to Trechado and northwest to Fence Lake, Atarque, and ending at Gallup. By the 1942 map, NM 32 was realigned between Fence Lake south to Salt Lake, to head west to the Arizona border, and east to Quemado, bnorth from Fence Lake to Gallup. Road condition history: 1950s map- the route is “paved” south of Gallup to the Zuñi area, then “gravel” south to Fence Lake, “unimproved” for the remainder; all “other highway”; 1942 map- a combination of “gravel”, “graded”, and “unimprov“third class state routes”;

137

“third class state routes”; 1935, 1934 maps- “oil and concrete” and “unimproved” sections, and was both a “secondary routes” and “third class route” road; 1931, 1930 maps- “unimprove“Third Class-For conditions, make local inquiry”; 1923 map- “graded” and “unimproved”, “state highway system” and “state highway system proposed”; 1917, 1912 maps- no road condition recorded. NM 33 (1912, 1917, 1923): Taos east to Cimarron. The entire route was designated part of thFederal Hi

d”,

e ghway System on the 1923 map, but still numbered NM 33. This route is presently US

4, which may be the same older alignment. oad condition history:

0 map, this route designation was reassigned to a northeast through Dunken, to a point between Elk and Hope. This route

map.

-For

only present roads that potentially follow this older alignment ay be the north portion of NM 506 (which is unpaved), and US 82 between Hope and Artesia. he rest of the old alignment is now gone.

1931, 1934, 1935, changed 1939): By the 1930 map, this route was

s not extend to the Texas border. By the 1942 map, this became part of NM 83. This

pt after severe storms”, and “Third e local inquiry”.

ly 1923 map, NM 35 begins at Atarque, heads north to

allup, then northeast to Crownpoint, north to a point west of Bloomfield. The alignment is also ifferent at the northern section, and begins at a point south of Aztec before heading east. The

,

6R1923 map- “surfaced” (presumably with oil) and “graded”, all on the “federal highway system”; 1917, 1912 maps- no road condition recorded. NM 33 (1930, 1931, 1935, 1939): By the 193new road between Piñon was renumbered as NM 13 on the 1934 map. By the 1935 map, this was designated NM 33 again. This was designated NM 24 by the 1942 Road condition history: 1939 map- the route was “graded”, and both part of the “secondary state routes”; 1935 map- “oil and concrete”, and a “secondary routes” road; 1931, 1930 maps- “unimproved”, “Third Classconditions, make local inquiry”. NM 34 (1912, 1917, 1923): north of Organ (northeast of Las Cruces), east to Orogrande, Piñon, Hope, and ending at Artesia. ThemTRoad condition history: 1923 map- “surfaced” (presumably with oil) and “unimproved” sections, “state highway system” and “state highway system proposed” (most of the route); 1917, 1912 maps- no road condition recorded. NM 34 (1930, shortenedmoved to between Maljamar, east to Lovington, and on to the Texas border. By the 1931 map, the route was just Lovington to the Texas border. On the 1939 map, this road ends at NM 132, and so doeold route may presently be parts of present day NM 83. Road condition history: 1939, 1935, 1934 maps- the route was “graded”, and both part of the “secondary state routes”; 1931 map- “graded”, “Second Class-All year roads, except after severe storms”; 1930 map- “graded”, and both a “Second Class-All year roads, exceClass-For conditions, mak NM 35 (1912, 1917, with changes 1923, major changes 1930, 1931, 1934, 1935): originalfrom Aztec east to Tierra Amarilla. By the Gd1923 map is the first indication that this was the route to take to reach the ruins at Pueblo Bonitoin Chaco Canyon (also shown on the 1930, 1931, 1934, 1935 maps). By the 1930 map, NM 35 was shortened to just between Thoreau, Crownpoint, north to Chaco Canyon, and ending at old

138

NM 55 (now US 550). By the 1939 map, the old route had been redesignated NM 56, and a new location designated NM 35. Road condition history: 1935, 1934 map- a “third class route” road; 1931 map- “graded”, “Third Class-For conditions, make local inquiry”; 1930 map- “graded” and “unimproved”, “Third Class-For conditions, make

“unimproved”, “state highway system” and “state highway system

bernador) may be the 1923 alignment.

a Amarilla, hama, and on to the Colorado border. By the 1923 map, the north fork above Tierra Amarilla as a totally new alignment. By the 1930 map, this was renumbered NM 2. This may now be

no road condition recorded. tened 1934, 1935, 1939): this state highway number was designated

Zuñi west to Arizona section.

nd “third class routes” road; 1931, 1930 proved” sections, and both a “Second Class-All year roads, except

42 map- the route was

iginally from Raton east to Clayton, and on to e Texas border. By the 1923 map, the road curves up a bit to include the town of Des Moines. his entire route is designated part of the Federal Highway System on the 1923 map, although

l

m

local inquiry”; 1923 map-proposed”; 1917, 1912 maps- no road condition recorded. NM 35 (1939): Farmington north to La Plata and the Colorado border. This became part of NM 17 by the 1942 map. A portion of NM 173 may be a remnant of the 1912-1917 alignment. US64 from Farmington east to Blanco (and maybe as far as GoThe portion east of Blanco/Gobernador is a totally new alignment, and the older NM 35 alignment does not exist in this location anymore. The southern portion of the 1923 alignment may still exist as NM 602, south of Gallup, and the road north of Crownpoint may be the old alignment, now as NM 371. Road condition history: 1939 map- the route was “graded”, and both part of the “secondary state routes”. NM 36 (1912, 1917, with changes 1923): from Española north to Abiquiu, TierrChparts of US 84, which seems to maintain the same alignment until the very last miles at the north end. Most of this road may still be the same alignment of old, but the road has received major widening and other improvements. Road condition history: 1923 map- “surfaced” (presumably with oil) and “unimproved” sections, all on the “federal highway system”; 1917, 1912 maps-NM 36 (1930, 1931, shorfor a totally new alignment, from Gallup south to a point east of Zuñi Pueblo and west to theArizona border. On the 1934 map, the route was shortened to the At present, this may be NM 602 and parts of NM 53. Road condition history: 1939 map- the route was “graded”, and both part of the “secondary state routes”; 1935, 1934 maps- “unimproved”, and both a “secondary routes” amaps- “graded” and “unimafter severe storms” and “Third Class-For conditions, make local inquiry”. NM 36 (1942, 1950s): Pietown northwest to Trechado, Tingle, and west to Fence Lake. Road condition history: 1950s map- this entire route is noted as “unimproved”, “other highway”; 19“graded”, and part of the “secondary state routes”. NM 37 (1912, 1917, with minor change 1923): orthTstill numbered NM 37. By the 1930 map, this route was designated US 385. This general route is now US 64/87, but seems to have some alignment changes. The road now peaks up to include Des Moines, which was not on the original route. The areas that may retain some of the originaalignment are presently from the Texas border to Clayton, and up to Grenville. The portion between Raton and Capulin may also be the original alignment, especially with the segment froRaton heading southeast.

139

Road condition history: 1923 map- “surfaced” (presumably with oil) and “graded”, all on the “federal highway system”; 1917, 1912 maps- no road condition recorded.

, 1935, 1939, 1942, 1950s): this state highway number was used for a

etween Carrizozo and Capitan. At present, this

930 maps- “graded”, ads, except after severe storms”.

4, 1935, 1939, 1942, changed 950s): Questa, east to Red River, south to Elizabethtown, and ending west of Ute Park. xtended by 1917 south to Black Lake, and ending at Lucero (east of Mora). By the 1930 map,

ap, appears

f “gravel” and “graded” sections, and both part of the “secondary ass state routes”; 1935 map- “gravel” and “unimproved” sections, and

on

NM 37 (1930, 1931, 1934totally new location, from Hollywood north to Ruidoso, and then ending at US 566 (1930, 1931) or US 380 (1934, 1935, 1942, 1950s), midway bold route has been shortened, from north of Ruidoso north to US 380. Road condition history: 1950s map- this road has “paved”, “gravel”, and “unimproved” segments; 1942, 1939, 1935, 1934 maps- “graded”, and part of the “secondary state routes”; 1931, 1“Second Class-All year ro NM 38 (1912, 1917, 1923, realigned slightly 1930, 1931, 1931Ethe southern part was realigned from Black Lake to end at Mora (not Lucero). On the 1950s mthe route is discontinuous between Guadalupita and Black Lake. At present, the old route to be NM 38 and NM 434. Road condition history: 1950s map- this route is a combination of “paved”, “gravel”, and “unimproved” conditions; 1942, 1939 maps- a combination ostate routes” and “third clwas a “secondary routes” and “third class routes” road; 1934 map- “graded” and “gravel”, and a combination of “secondary routes”, “primary state and federal system routes”, and “third class routes”; 1931, 1930 maps- “gravel”, “graded”, and “unimproved” sections, and a combination of“First Class-All year roads”, “Second Class-All year roads, except after severe storms”, and “Third Class-For conditions, make local inquiry”; 1923 map- “graded” and “unimproved” sections, with a small portion on the “federal highway system”, most on the “state highway system”, and a portion on “state highway system proposed”; 1917, 1912 maps- no road conditirecorded.

Figure 123: NM 38 c. 1949-1950 (Dwyre 1949-1950:9)

140

NM 39 (1912, 1917, changes 1923, changes 1930, extended 1931, 1934, 1935, 1939, 1942, f Maxwell). By

o is

ncrete”, “gravel”, and “graded” sections, and both part of the “primary ete” and

with changes 1923): from Rincon north to Engle and ending at San arcial. By the 1923 map, the route begins at Ft. Selden, to the south of the previous alignment,

ad

1923, extended 1930, 1931, 1934, shortened 1935, shortened 1939, 1942, xtended 1950s): extends from Willard north to Moriarty, and ending at Lamy. By the 1923

d n

rimary ”, and

1950s): from Logan no to Roy, Taylor Springs, and ending at French (south orth the 1923 map, the portion between Logan and Mosquero is designated NM 102 (and Mosquerfirst seen on these maps). This section is also designated part of the Federal Highway System on the 1923 map. By the 1930 map, the section between Logan, Gallegos, and Mosquero was renumbered back to NM 39, but the section from Mosquero north was realigned more northerly to Abbott. By the 1931 map, NM 39 was extended south of Logan to San Jon and Grady. Present NM 39 is from Logan north to Roy, Mosquero, and ending at Abbott, with an adjustment due north from Roy to Abbott, and a possible adjustment east to include Mosquero. The old route between Roy and French no longer exists. It is hard to tell if any of the older alignment remains the same. Road condition history: 1950s map- this entire route is “paved”, and a “through highway”; 1942, 1939 maps- a combination of “oil or costate and federal system routes” and “secondary state routes”; 1935 map- “oil and concr“gravel” sections, and was a “secondary routes” road; 1934 map- “graded” and “gravel”, and a combination of “secondary routes”, “primary state and federal system routes”, and “third class routes”; 1931 map- “gravel” and “graded”, “First Class-All year roads”; 1930 map- “gravel”, “graded”, and “unimproved” sections, “First Class-All year roads”; 1923 map- “unimproved”, “state highway system” and “state highway system proposed”; 1917, 1912 maps- no road condition recorded.

M 40 (1912, 1917,NMand head north but east of Rincon, through the Detroit Ranch, but ending at Engle. This alignment is not shown on the 1930 map, and no longer exists. Road condition history: 1923 map- “graded” and “unimproved”, “state highway system”; 1917, 1912 maps- no rocondition recorded.

M 41 (1912, 1917,Nemap, the section between Willard and Moriarty was designated part of the Federal Highway System, but still numbered NM 41. By the 1930 map, the section between Willard and south to just north of Carrizozo became part of NM 41 (it was NM 109). By the 1935 map, this route habeen shortened, and ran between Lamy, Stanley, Moriarty, Estancia, Willard, to a point near GraQuivira. On the 1939 map, the portion south of Willard was gone (only Willard north to Lamy). By the 1950s map, a separate segment was also labeled NM 41, from Claunch southwest to Bingham (formerly this was NM 16). NM 41 presently runs between Lamy and Willard. Road condition history: 1950s map- this route has “paved”, “gravel”, and “unimproved” sections, and is an “other

ighway”; 1942 map- entirely “oil or concrete”, and part of the “phighway” and “through hstate and federal system routes”; 1939 map- a combination of “oil or concrete” and “gravelpart of the “primary state and federal system routes”; 1935, 1934 maps- “graded” and “gravel” sections, and was “secondary routes” and “third class routes” road; 1931 map- “gravel”, “graded”, and “unimproved” sections, and a mix of “First Class-All year roads”, “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, make local inquiry”; 1931 map- “gravel”, “graded”, and “unimproved” sections, and a mix of “Second Class-All year

141

roads, except after severe storms” and “Third Class-For conditions, make local inquiry”; 1923 map- “unimproved”, “state highway system”; 1917, 1912 maps- no condition recorded.

NM 42 (1912, 1917, minor changes

923): from Lordsburg northeast to

ap,

: this designation was assigned to a new

cation by the 1934 map, from Corona northwest to Progresso and ending at Willard. By the

a “through highway”; 1942, 1939 f the “secondary state routes”; 1939, 1935, 1934 map- a “third class

M 43 (1912, 1917, 1923, 1930?, 1931?, 1934?, 1935?): from Mogollon northeast to the N Bar anch, Fullerton Ranch, and ending east of Datil. By the 1930, 1931 maps, this may still exist as

a through

rd class routes” road; 1931, 1930 map- “unimproved”, “Second Class-All vere storms”; 1923 map- “unimproved”, “state highway system” and

M 44 (1912, 1917, 1923, realignment 1930, 1931, 1934, 1935, shortened 1939, extended 942, 1950s): originally from Bernalillo northwest to San Ysidro, Cuba, and ending at

llo

), and

1Silver City. By the 1923 map, this section was designated part of the Federal Highway System, and extended south of Lordsburg alongwhat was NM 4. By the 1930 mthis route was designated part of US 180. This route is now NM 90. Road condition history: 1923 map- “surfaced” (presumablywith oil) and “graded”, all on the “federal highway system”; 1917, 1912 maps- no road condition recorded.

Figure 124: NM 42 in 1920 (Gillett 1918-1920:58)

NM 42 (1934, 1935, 1939, 1942, extended 1950s)lo1950s map, the route was extended east of Corona to US 285. Road condition history: 1950s map- this route has “paved” and “gravel” sections, but ismaps- “gravel”, and part oroutes” road. NRa very short road between Glenwood and Mogollon. By the 1934 map, this became part of a road system (unnumbered) that went east to Beaverhead, south to Santa Rita, or north from Beaverhead to what was old NM 52 (1917, 1923). This route is designated NM 78 on the 1939 map. This route may still exist as parts of NM 159, NM 163, and NM 52, which is not route as it was before. Road condition history: 1935, 1934 map- a “thiyear roads, except after se“state highway system proposed”; 1917, 1912 maps- no road condition recorded. N1Farmington. By the 1930 map, the portion at the northwest end was realigned, to loop around from east of Lybrook to Blanco and end at Aztec. This road extended only from Bernalinorthwest to Cuba by the 1939 map. The older alignment from Lybrook on was designated NM55. By the 1942 map, NM 44 was extended to include old NM 55 (Cuba northwest to Aztecran from Bernalillo to Aztec. Most of this route has now become part of US 550 (2002).

142

Road condition history: 1950s map- this entire route is “paved”, and a “through highway”; 1942, 1939 maps- a combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state

”; 1935 map- “gravel”, “graded”, and “unimproved” sections, and a mix d”,

”

12, 1917, 1923): from Lordsburg northwest to the Arizona border. This route was one by the 1930 map. oad condition history:

ed. nknown location.

950s map, this route runs parallel to US 85, from a point on US 66 west

ligned by 1923 from ijeras to Moriarty. By the 1930 map, this was part of US 470. This is now part of Interstate 40, nd does not retain any historic road characteristics.

NM 47 (1917, 1923, 1934, 1935, extended 1939, 1942,

tended 1950s): extends

, of

s to

ad

s

by the 1934 map between Albuquerque and Los Lunas). By the 1 as a long straight road extending from Albuquerque to Isleta lo, L

and federal system routesof “primary state and federal system routes” and “third class routes”; 1934 map- “grade“gravel”, and “unimproved” sections, and a mix of “secondary routes” and “third class routes”; 1931, 1930 maps- “gravel”, “graded”, and “unimproved” sections, and both a “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, make local inquiryroute; 1923 map- “state highway system proposed” route; 1917, 1912 maps- no road condition recorded. NM 45 (19gR1923 map- “unimproved”, “state highway system”; 1917, 1912 maps- no road condition recordNM 45, c. 1945-1948: uNM 45 (1950s): on the 1of Albuquerque, south to Isleta Pueblo (?). Road condition history: On the 1950s map, this entire route is “paved”, and a “through highway”. NM 46 (1917, slightly realigned 1923): north of Tijeras to Moriarty. ReaTaRoad condition history: 1923 map- “surfaced” (presumably oil surfaced) and “unimproved”, “federal highway system”; 1917 map- no road condition recorded.

exfrom Alameda (south of Bernalillo) south through Albuquerque, Peralta, TomeAdelino, and ending east Belen. Most of this route covers the very same ground athe historic Spanish ColonialTerritorial Period Royal Ro(El Camino Real de Tierra Adentro). This road is not shown on the 1930 and 1931 map, but reappears as a loop between Los Lunas and Albuquerque by the 1934 and

1935 map, covering a portion of former US 85 (a route directly outhwest on US 85 was created

Figure 125: Laying concrete on NM 47 in 1933-1934 (Macy 1933-1934:25)

939 map, NM 47 is shownPueb os Lunas, Belen, and ending at

143

Bernardo. By the 1950s map, NM 47 was extended to the south to La Joya. The oldest parts of the route now exist as 2nd Street in Albuquerque, and still as NM 47 south of Albuquerque to east of Belen, and southeast to a point on US 60 west of Abo Pass. Road condition history: 1950s map- this entire route is “paved”, and a “through highway”; 1942, 1939 maps- “graded”, and part of the “secondary state routes”; 1935, 1934 map- “oil and concrete”, and a “secondary

surfaced” (presumably oil surfaced), “state highway system”; 1917

M 48 (1917, possible changes 1923): Silver City east to Santa Rita, southeast to Mule Springs, nd ending at Lake Valley (south of Hillsboro). The section from Mule Springs/Swarts north and en east to Lake Valley appears to be a different alignment in the 1923 map. Referred to as the

al

s,

917 map- no

d is an “other

ps- the route

M 49 (1917, 1923): Lake Valley south to Florida (between Hillsboro and Deming). This route gone by the 1930 map. This route does not exist anymore. oad condition history:

M 50 (1917, 1923): from the Texas border at Newman north to Orogrande, and ending at lamogordo. This entire route was designated part of the Federal Highway System by the 1923 ap, although it still was numbered NM 50. By the 1930 map, this route became part of US 366.

e

routes” road; 1923 map- “map- no road condition recorded. Nath“Black Range Highway” and also the “Dam to Dam Highway” in the 1921-1922 State Highway Engineer biennial report (Gillett 1921-1922:26). By the 1930 map, this became a portion of US 180, and realigned between Santa Rita and Hillsboro. Only a small portion of this route still

exists, as US 180 between Silver City andSanta Rita. This is now a major four-lanehighway that does not retain any origincharacteristics of the original road. Road condition history: 1923 map- “surfaced” (presumably oil surfaced) and “unimproved” section“state highway system”; 1road condition recorded. NM 48 (1939, 1942, 1950s): Capitan north to Encinosa, east to Spindle, and ending north of Roswell. Road condition history: 1950s map- this route has “gravel”, and“unimproved” sections, anhighway”; 1942, 1939 mawas “graded”, and part of the “secondarystate routes”.

Figure 126: NM 48 in 1921-1922 (Gillett 1921-1922:28)

NisR1923 map- “unimproved”, “state highway system proposed”; 1917 map- no road condition recorded. NAmThe old alignment is presently part of US 54, which has recently been upgraded to a four-lanhighway (in 2002).

144

Road condition history: 1923 map- “surfaced” (presumably oil surfaced) and “unimproved” sections, “federal highway system”; 1917 map- no road condition recorded.

the 1930 map, this route did not exist, and no resent road takes its place. oad condition history:

airview, then northeast to Ojo Caliente, then curving around northwest and then northeast to urfey’s Well, and ending at Magdalena. On the 1923 map, the road heads west of Fairview to

ends

-ntly

ke local inquiry” route; 1930 map-

ss-For conditions, make local inquiry”, 1923 map- “unimproved”,

e

eet with an unnumbered road, and 2) Belen southeast to west of Scholle. This second e

uth

the “secondary routes” and

map- “unimproved” and “graded”, and both a “secondary routes” and

a point west of Los Lunas, south to Datil. By the 1930 map, this ute was removed. This old route does not presently exist. oad condition history:

NM 51 (1917, 1923): Hope north to Roswell. BypR1923 map- “unimproved”, “state highway system”; 1917 map- no road condition recorded. NM 52 (1917, changed 1923, changed 1930, 1931): Elephant Butte northwest to Cuchillo, FDthe town of Chloride, then continues north along the same route. On the 1930 map, the road at Chloride, and then has been extended from Elephant Butte east to Engle, ending at Tularosa.This is not NM 52 by the 1934 map, but the old route appears to have been extended north of Chloride again, to a point west of Magdalena (this looks like a slightly different alignment than the old 1923 route). Portions of this route west and north of Elephant Butte may still exist, possibly as NM 195 around Elephant Butte, and still as NM 52, through Cuchillo and points north. NM 52 north of Winston becomes dirt road that may really be like the old roads from preasphalt times. The northernmost portion of the old route (on into Magdalena) does not preseexist, nor does the 1930 portion from Engle to Tularosa. Road condition history: 1931 map- “graded” and “unimproved” sections, and both a “Second Class-All year roads, exceptafter severe storms” and “Third Class-For conditions, ma“unimproved”, “Third Cla“state highway system” and “state highway system proposed”; 1917 map- no road condition recorded. NM 52 (1934, 1935, extended 1939, 1942, 1950s): By the 1934 and 1935 maps, two separatsections are labeled NM 52: 1) Tularosa west to Engle, Hot Springs, Cuchillo, Chloride, and north to msection is part of present day NM 47. By the 1939 map, the old NM 52 section north of Chlorid(Winston) becomes NM 52 again, and NM 52 is extended north of Magdalena to Suwanee, soof the intersection of NM 6 and US 66. By the 1942 map, the NM 52 section between Belen and US 60 had been designated part of NM 6. What is left is the old route: Tularosa west to Hot Springs, northwest to Cuchillo, Winston, Goebels, and ending on US 60. Road condition history: 1950s map- entirely “gravel” and “other highway”; 1942 map- entirely “graded”, and part of “secondary state routes”; 1939, 1935 maps- “graded”, and both part of the“third class routes”; 1934“third class routes” road. NM 53 (1917, 1923): fromroR1923 map- “unimproved”, “state highway system proposed”; 1917 map- no road condition recorded.

145

NM 53 (1927, 1930, 1931, 1934, 1935, extended 1939, extended 1942, 1950s, present): frGrants west to Ra

om mah, and ending at Zuñi Pueblo. This replaced NM 54 between Grants and

ñi

f

map- this route has a

1942

second y state the and “third class routes”; 1935, 1934 maps- “unimproved”, and both a

e

M 54 (1917, 1923): Grants west to Inscription Rock, dropping south to Atarque, and on west to e Arizona border. By the 1930 map, the section between Inscription Rock (El Morro National

tate highway system proposed”; 1917 map- no road condition

M 55 (1917, changes 1923): Bernalillo northwest to Cabezon, curving northeast back to a oint south of Cuba (on old NM 44). By the 1923 map, the alignment from Cabezon north had

no road condition

ba to Lybrook, Bloomfield, and ending at Aztec.

nd part of the “primary state and federal vel”, “secondary routes” road; 1931, 1930 maps-

“graded”, “Second Class-All year roads, except after severe storms”. NM 55 (1942, 1950s): from a point east of Tajique east to Estancia.

Ramah by 1930. On the 1939 map, NM 53 started at San Mateo and headed south to Grants, looped west to Paxton, and then headed west to Inscription Rock, Ramah, and ending east of ZuPueblo. By the 1942 map, the route extended west oZuñi over old NM 36 to theArizona border. Designatedthe “Zuñi-Cibola Trails” in 1966. Road condition history: 1950s short “paved” section, andmainly “gravel” and “unimproved” sections, and is an “other highway”; map- a combination of “gravel” and “graded” sections, and part of the “ ar routes”; 1939 map- “graded”, and both part of

Figure 127: Road work on NM 53 (Conroy 1937-1938:73)

“secondary state routes”“secondary routes” and “third class routes” road; 1931, 1930 maps- “unimproved”, and both a “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, maklocal inquiry”. NthMonument) and points southwest to the Arizona border have disappeared, and what was left became a realigned NM 53. Road condition history: 1923 map- “unimproved”, “srecorded. Npchanged, to go directly to Cuba. This old route does not exist anymore. Road condition history: 1923 map- “unimproved”, “state highway system proposed”; 1917 map- recorded. NM 55 (1930, 1931, 1934, 1935, 1939): by the 1930 map, this route was now only from Cunorthwest Road condition history: 1939, 1935 maps- the route was “gravel” and “graded”, asystem routes”; 1934 map- “graded” and “gra

146

Road condition history: 1950s map- this route is entirely “paved” and is an “other highway”; 1942 map- the route was “graded”, and part of the “secondary state routes”. NM 56 (1917, 1923): Santa Rosa, northwest to Dilia, to Romeroville. This entire route was designated part of the Federal Highway System by the 1923 map. By the 1930 map, this route

as part of US 66. This old route may still be part of US 84, from Dilia to Romeroville. oad condition history:

yon,

5.

outes”; 1939 map- the route was “graded”, and part of the

orth of Ft. By the 1923 map, a section was added from NM 20 (on to Puerto de

una). By the 1930 map this route did not exist. Parts of the 1917-1923 route may still exist as M 311, and NM 89, between Clovis and House, and NM 203 and NM 91 south of Santa Rosa.

ast to Miera, Clapham and ending on NM 18 south of Clayton.

proved” with some short “paved” and “gravel” sections,

old route may still exist as US 56, from Abbott east to Clayton.

oad condition history: 950s map- this route is entirely “paved” and is a “through highway”; 1942, 1939 maps- a

of the “primary outes”; 1934 map- “graded” and “gravel”, and both a “secondary

rete”,

y

wR1923 map- “graded”, “federal highway system”; 1917 map- no road condition recorded NM 56 (1939, 1942, 1950s): this old designation was used for the road to Chaco Canyon by the1939 map, beginning at Bluewater, west to Thoreau, and north to Crownpoint, Chaco CanOtis, and ending at NM 5Road condition history: 1950s map- this route is mainly “unimproved” with a short “gravel” section, and is an “other highway”; 1942 map- the route was a combination of “graded” and “unimproved” sections, andpart of the “secondary state r“secondary state routes”. NM 57 (1917, with changes 1923): Clovis northwest to House, and ending at a point nSumner (on old NM 20). LNRoad condition history: 1923 map- “unimproved”, “state highway system proposed”; 1917 map- no road condition recorded. NM 57 (1939, 1942, 1950s): from NM 120 (east of Roy) to Bueyeros, dipping south to NM 65, and then from Bueyeros eRoad condition history: 1950s map- this route is mainly “unimand an “other highway”; 1942, 1939 maps- the route was “graded”, and part of the “secondary state routes”. NM 58 (1917, 1923, 1930, 1931, 1934, 1935, 1939, 1942, 1950s): Cimarron east to Clayton. Aportion of thisR1combination of “oil or concrete”, “gravel”, and “graded” sections, and part of the “primary state and federal system routes”; 1935 map- “graded” and “gravel” sections, and part state and federal system rroutes” and “primary state and federal system routes” road; 1931, 1930 maps- “oil and conc“gravel” and “graded”, and a “First Class-All year roads” and “Second Class-All year roads, except after severe storms” route; 1923 map-“surfaced” (presumably oil surfaced), “state highwasystem”; 1917 map- no road condition recorded.

147

NM 59 (1917, 1923): Taos, curving northwest around to Questa. By the 1930 map, this route as designated as a part of NM 3. This old route may now be designated NM 522. Detailed

p- no road condition recorded ead east to NM 52 (over what was NM 185).

ther highway”.

M 60 (1917, realigned 1923): Tatum north to Elida. On the 1923 map, the road begins north f Tatum on NM 14, and then heads west and northwest, through Jenkins, Eagle Hill, Thornham,

t

ap- “unimproved”, “state highway system”; 1917 map- no road condition recorded.

M 61 (1923, realigned 1930, 1931, extended 1934, realigned slightly 1935, 1939, 1942, xtended 1950s): Spalding north to Torres, ending at Swarts (southeast of Silver City). By the

as

.

nimproved” sections, and is an “other ps- “graded”, and part of the “secondary state routes”; 1935, 1934

, make

M 62 (1923, extended 1930, 1931): Roy west, to Wagon Mound, and ending at Black Lake. his route was renumbered NM 120 by the 1934 map, and currently is designated NM 120. By

s

lass-All year roads, except after severe storms” and make local inquiry” route; 1930 map- “graded” and “unimproved”

M 63 (1923, 1930, 1931, 1934, 1935, 1939, 1942, 1950s): Pecos, north to Valley Ranch, nding at Cowles. This may be NM 63 at present.

“other highway”; 1942, 1939 f the “secondary state routes”; 1935, 1934 maps- “graded”, and was a

wresearch will reveal if this is an eligible highway at present. Road condition history: 1923 map- “unimproved”, “state highway system”; 1917 maNM 59 (1950s): BeaverhRoad condition history: On the 1950s map, this route is “gravel” and “unimproved”, and is an “o NoValley View, to end at Elida. By the 1930 map, this route did not exist, and it appears to not existoday. Road condition history: 1923 m Ne1930 map, this is a route between Spaulding and San Lorenzo. On the 1934 map, this route wextended north of San Lorenzo to Beaverhead and north at a point west of Magdalena. On the 1935 map, this route looks slightly realigned between Spaulding and San Lorenzo. On the 1950smap, the route was extended north of San Lorenzo to Beaverhead, over what had been NM 186The present NM 61 is similar to this old alignment, but appears to be to the east of the older route, connecting Faywood Hot Springs to San Lorenzo. Road condition history: 1950s map- this route has “paved”, “gravel”, and “uhighway”; 1942, 1939 mamaps- a “third class routes” road; 1931, 1930 maps- “graded”, “Third Class-For conditionslocal inquiry”; 1923 map- “graded” and “unimproved” sections, “state highway system”. NTthe 1930 map, this route was extended northeastward from Roy to a point east of Gladstone. Thiroute becomes NM 120 by the 1934 map. Road condition history: 1931 map- “graded”, and both a “Second C“Third Class-For conditions, sections, “Third Class-For conditions, make local inquiry”; 1923 map- “unimproved”, “state highway system”. NeRoad condition history: 1950s map- this route has “paved” and “gravel” sections, and is anmaps- “gravel”, and part o“secondary routes” road; 1931 map- “graded”, “Second Class-All year roads, except after severe

148

storms”; 1930 map- “unimproved”, “Second Class-All year roads, except after severe storms”; 1923 map- “surfaced” (presumably oil surfaced), “state highway system”. NM 64 (1923): Taos west through Taos Junction and ending at La Madera. This route is either

ondition history: esumably oil surfaced) and “unimproved” sections, “state highway

M 65 (1923, extended and realigned 1930, 1931, 1934, 1935, 1939, two sections 1942, y the

story: “paved”, “gravel”, and “unimproved” sections, and is an “other

ary state

and both

M 66 (1923): Salem south and east to Hatch. This route is not shown on the 1930 map.

eral highway system”. : La Liendre to Newkirk (east of Santa Rosa).

“graded”, and mostly a “third class routes” road (very small portion

faced”

M 67 (1950s): part of the old route became NM 67 again by the 1950s map, from La Liendre north to NM 65 (east of Las Vegas). This small segment had been numbered NM 20 on the 1939 map).

gone, or renumbered as part of NM 96, by the 1930 map. NM 567 may still be a part of this old route. Road c1923 map- “surfaced” (prsystem”. N1950s): a point east of Mosquero, northeast to Leon, Hayden, and ending on old NM 18. B1930 map, this route was extended to include the old NM 93 route from Mosquero to Las Vegas and Porvenir, and was also realigned east of Mosquero to include Rosebud, and then dropping south to a point on old NM 18 (between Nara Visa and Clayton). By the 1942 and 1950s maps,the section between Trujillo and Mosquero was gone, leaving two separate segments: 1) Trujillo northwest to Porvenir, and 2) east of Mosquero east to Rosebud and ending at NM 18. From Las Vegas to Mosquero, this route is now apparently realigned as NM 104 and NM 419. From Mosquero east this route may now be part of NM 39, NM 102, NM 420, and County Roads C118, and C114. Road condition hi1950s map- this route hashighway”; 1942 map- “gravel”, and part of the “secondary state routes”; 1939 map- a combination of “gravel”, “graded”, and “unimproved” sections, and part of the “secondroutes”; 1935, 1934 maps- “graded” and “unimproved” sections, and both a “secondary routes” and “third class routes” road; 1931 map- “gravel”, “graded”, and “unimproved” sections, and both a “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, make local inquiry” route; 1930 map- “graded” and “unimproved” sections, a “Second Class-All year roads, except after severe storms” and “Third Class-For conditions, make local inquiry” route; 1923 map- “graded” and “unimproved” sections, “state highway system”. NRoad condition history: 1923 map- “graded”, “fedNM 67 (1923, extended 1930, 1931, 1934, 1935)By the 1930 map, this route extended north to Las Vegas. This route may have become part of NM 129 by the 1939 map, or gone altogether. At present it does not exist. Road condition history: 1935 map- the route was “secondary routes”); 1934 map- “unimproved”, “third class routes”; 1931, 1930 maps- “unimproved”, “Third Class- For conditions, make local inquiry” route; 1923 map- “sur(presumably oil surfaced) and “unimproved” sections, “state highway system”. N

149

Road condition history: On the 1950s map, this route has “gravel” and “unimproved” sections, and is an “other highway”. NM 68 (1923): Hicks and Jones southeast to Cuervo. By the 1930 map, this route was removed, and presently does not exist anymore.

oad condition history:

, 1942, 1950s): from the Arizona border to Yah-Tah-Hey, d by NM 264 in 1966.

condary state routes”; 1939 map- “gravel”, and

te routes”; 1935 map- “graded” and “gravel” sections, and was a

) north to old NM 67. This route is one by the 1939 map, but could presently be part of County Road C58D (Guadalupe County). oad condition history:

was gone by the 1930 map. This may be part f present day NM 119. oad condition history:

y the 1930 map, and appears to not xist today. oad condition history:

aton east to Yankee, Bell, Folsom, nd ending at Des Moines. This route is still mostly designated NM 72, and from Folsom to Des oines, NM 325.

, 1935, 1934 maps- “gravel” and “graded” sections, and part of the 1931 map- “gravel”, “graded” and “unimproved”, and both a “Second

cal roads,

R1923 map- “unimproved”, “state highway system proposed”. NM 68 (1930, 1931, 1934, 1935, 1939north of Gallup. ReplaceRoad condition history: 1950s map- this route is entirely “paved”, and is an “other highway”; 1942 map- a combination of“oil or concrete” and “gravel”, and part of the “separt of the “secondary sta“secondary routes” road; 1934 map- “graded”, “secondary routes” road; 1931, 1930 maps- “graded”, “Third Class- For conditions, make local inquiry”. NM 69 (1930, 1931, 1934, 1935): Cuervo (east of Santa RosagR1935, 1934 maps- the route was a “third class routes” road; 1931, 1930 maps- “unimproved”, “Third Class- For conditions, make local inquiry”. NM 70 (1923): Dilia north to San Jose. This routeoR1923 map- “unimproved”, “state highway system proposed”. NM 71 (1923): Stanley east to Bernal. This route was gone beR1923 map- “unimproved”, “state highway system proposed”. NM 72 (1923, 1930, 1931, 1934, 1935, 1939, 1942, 1950s): RaMRoad condition history: 1950s map- this route has “paved”, “gravel”, and “unimproved” sections, and is an “other highway”; 1942, 1939“secondary state routes”; Class-All year roads, except after severe storms” and “Third Class-For conditions, make loinquiry” route; 1930 map- “graded” and “unimproved”, and both a “Second Class-All yearexcept after severe storms” and “Third Class-For conditions, make local inquiry” route, 1923 map- “unimproved”, “state highway system proposed”.

150

NM 73 (1923): Des Moines north to Emery Gap and the Colorado border. This appears to be one by the 1930 map. What is left of this old route may be present day NM 551. The portion

proposed”. 930, changes 1931, 1934, 1935, 1939): from a point south of Velarde

and ending at Tres Piedres. By the

111,

was a combination of “gravel” and “graded”, and part of the “secondary state - “oil and concrete” and “graded” sections, and was a “secondary

ed”.

M 75 (1923, 1934, 1935, 1939, 1942, shortened 1950s): Embudo east to Trampas, and ending t Holman. This route was gone by the 1930 map. The road is shown again on the 1934 map,

ctions, and is an “other highway”; 1942, 1939, n of “gravel” and “graded” sections, and part of the “secondary state

M 76 (1923): Trampas due south, and then due west to Chimayo. This route appears gone by e 1930 map, but is mentioned in subsequent biennial reports.

a northeast to Chimayo and ending on NM 3 east of Peñasco. This road

route has “paved” and “gravel” sections, and is an “other highway”.

M 77 (1923, shortened 1930, 1931, 1934, 1935, 1939, 1942): Trampas angling southwest to himayo, and ending at Santa Cruz/Española. Only a portion of this road, from Chimayo to

state routes”; 1935, 1934 condary routes” road; 1931, 1930 maps- “graded”, “Second Class-All

gbetween Des Moines and Alma no longer exists. Road condition history: 1923 map- “unimproved”, “state highway systemNM 74 (1923, changes 1(on old NM 36), north to Ojo Caliente, La Madera, Vallecitos,1930 map, this route is shown in slightly different locations: 1) from a point east of Abiquiu northto El Rito, and 2) from Taos Junction north to Tres Piedras and the Colorado border. By the 1931 map, this route was again changed, to begin at Española, north to Ojo Caliente, northeast to Taos Junction, and due north to Tres Piedras and the Colorado border. By the 1942 map, this has become US 285. Most of this old route is probably part of present day US 285 (the portion between Abiquiu and El Rito is NM 554). The 1923 route may still be parts of US 285, NM NM 42, and US 64. Road condition history: 1939 map- the route routes”; 1935, 1934 mapsroutes” road; 1931, 1930 maps- “graded” and “unimproved” sections, “Second Class-All year roads, except after severe storms”; 1923 map- “unimproved”, “state highway system propos Nafrom Embudo, to Dixon, and ending at Rio Pueblo, where NM 3 heads up to south of Ranchos de Taos. By the 1950s map, this route was Embudo to Peñasco only. The 1923 route appears to mainly be gone now, but the post-1934 route might still be present day NM 75 from Embudo to NM 580, NM 580, and Forest Service Road 29. Road condition history: 1950s map- this route has “paved” and “gravel” se1935 maps- a combinatioroutes”; 1934 map- “graded”, “secondary routes” road; 1923 map- “unimproved”, “state highway system proposed”. NthRoad condition history: 1923 map- “unimproved”, “state highway system proposed”. NM 76 (1950s): Españolstill exists as NM 76. Road condition history: On the 1950s map, this NCEspañola, is shown on the 1930-1942 maps. This becomes NM 76 by the 1950s map. This maybe a portion of present day NM 76 (seen on 1950s map to today). Road condition history: 1942, 1939 maps- the route was “graded”, and part of the “secondarymaps- “gravel”, and a “se

151

year roads, except after severe storms”; 1923 map- “unimproved”, “state highway system proposed”. NM 78 (1923): Santa Fe south to Galisteo. This route is gone by the 1930 map, and presently oes not exist.

mproved”, “state highway system proposed”. , 1935, expanded 1939, extended 1942, extended 1950s, present):

rizona border. By the 1939 map, t

nd is an “other highway”; 1942 ravel”, “graded”, and “unimproved” sections, and part of the “secondary

M 79 (1923): Sheep Springs northeast to Farmington. By the 1930 map, this route does not xist, and appears to not exist at present.

system proposed”. loverdale east to Antelope Wells.

ther highway”; 1942 map- f the “secondary state routes”.

M 81 (1923): Bayard south (general Silver City area). Becomes part of NM 11 by 1930 map. ow possibly part of US 180.

bly oil surfaced) and “graded”sections, “federal highway system”. nded 1942, 1950s): Hachita north to a point east of Separ. By the 1942

oute has “paved” and “gravel” sections, and is an “other highway”; 1942 map- ” and “unimproved” sections, and part of the “secondary state routes”;

M 82 (1923): Texas border west to Lovington, and then south to a point west of Monument. y the 1930 map, this route was realigned and renumbered as part of NM 18 (Monument north to

dRoad condition history: 1923 map- “uniNM 78 (1930, 1931, 1934from old NM 11 (now US 180) west to Mule Creek and the ANM 78 extended from Mule Creek north to Glenwood and Mogollon, and then northeast to meeNM 184. On the 1942 map, the section from Mogollon to a point north of Beaverhead was designated NM 78. On the 1950s map, NM 78 was extended northeast to Augustine on US 60. The Mogollon to Beaverhead section is still designated NM 78. Road condition history: 1950s map- this route has “gravel” and “unimproved” sections, amap- a combination of “gstate routes”; 1939 map- “graded”, and both part of the “secondary state routes” and “third class routes”; 1935, 1934 maps- “graded”, “secondary routes” road; 1931, 1930 maps- “graded”, “Second Class-All year roads, except after severe storms”. NeRoad condition history: 1923 map- “unimproved”, “state highwayNM 79 (1942, 1950s): CRoad condition history: 1950s map- this route is entirely “unimproved”, and is an “o“unimproved”, and part o NNRoad condition history: 1923 map- “surfaced” (presumaNM 81 (1935, 1939, extemap, this route was extended south of Hachita to Walnut Wells and ending at NM 79, west of Antelope Wells. Road condition history: 1950s map- this ra combination of “graded1939 map- “graded”, and part of the “secondary state routes”; 1935 map- “oil and concrete”, “secondary routes” road. NBLovington) and NM 34 (Lovington east to Hobbs and Texas border). Presently, the 1923 alignment may be parts of NM 132, NM 83, and NM 483. The portion that may retain the most historic characteristics is NM 483, south of Lovington.

152

Road condition history: 1923 map- “graded”, “state highway system”. NM 82 (1930, 1931, 1934, 1935?, 1939?, 1942?, 1950s?): by the 1930 map, this road number

irden, near the Arizona border (northwest of

tirely “paved”, and is an “other highway”; 1942, 1939, 1935, 1934 ry state routes” road; 1931, 1930 maps- “graded”, “Second Class-All

M 83 (1923): Aden southwest to Columbus, Hermanas, Victoria, Hacita, Vista, Playas, and on the Arizona border. At present, this may be NM 9, from Columbus west to near the border

stem”. 931, 1934, 1935, 1939, changed 1942, 1950s): By the 1930 map, this

ogordo, east to Cloudcroft, Elk, Hope,

f US

2, 1939, 1935, 1934 oil or concrete”, “gravel”, and “graded” sections, and a “secondary state

of

M 84 (1923): Tucumcari north to Gallegos. By the 1930 map, this route was gone, and resently does not exist.

, “state highway system” and “state highway system proposed”.

M 85 (1923): Tucumcari south to Ragland, McAllister, ending at Tolar. By the 1930 map, this ad was gone. Now, this may be a portion of NM 209, but the rest of the old route appears to be

ap- “graded” and “unimproved” sections, and both “federal highway system” and “state

M 86 (1923): Abiquiu northeast to La Madera. This route was gone by the 1930 map. Some f this old route may still exist as NM 554.

stem proposed”. , changed 1950s): Ragland south to House and ending at Tolar (on US

ouse.

was used for a short loop up from US 180 to VLordsburg). This same road is shown on the 1935-1950s maps, but is not numbered. This looks to be present day NM 92. Road condition history: 1950s map- this route is enmaps- “gravel”, “secondayear roads, except after severe storms”. Nto(ends at NM 533). Road condition history: 1923 map- “unimproved”, “state highway syNM 83 (1930, extended 1route was designated for an alignment between AlamArtesia, and ending at Maljamar. By the 1931 map, the road was extended east from Maljamar to Lovington (covering what was a part of NM 34), and south to Hobbs. Presently, this is part o82. By the 1934 map, the section south of Lovington to Hobbs is also part of NM 18. By the 1942 map, the route heads due east from Lovington to the Texas border. Road condition history: 1950s map- this route is entirely “paved”, and is an “other highway”; 194maps- a combination of “routes” road; 1931, 1930 maps- “oil and concrete”, “gravel”, and “graded” sections, and a mix “First Class-All year roads”, “Second Class-All year roads, except after severe storms”, and “Third Class-For conditions, make local inquiry”. NpRoad condition history: 1923 map- “unimproved” Nrogone. Road condition history: 1923 mhighway system” route. NoRoad condition history: 1923 map- “unimproved”, “state highway syNM 86 (1935, 1939, 194260). By the 1950s map, NM 86 starts at Ragland and ends at H

153

Road condition history: 1950s map- this route is entirely “paved”, and is an “other highway”; 1942 map- a combination of

ded” sections, and part of the “secondary state routes”; 1939, 1935

“state highway system proposed”. nded 1934, 1935): By the 1930 map, this was used for a route through

maps, a new road segment was also

ap-an “unimproved”, 1931, 1930 maps- “unimproved”, “Third Class-For conditions, make

M 88 (1923, realigned 1930, 1931, slightly realigned and extended 1934, 1935, extended 939, 1942, extended 1950s): McAllister southeast to Melrose (west of Clovis). By the 1930

2 map- a combination of vel”, and part of the “secondary state routes”; 1939 map- a combination

M 89 (1923): Mora east to Wagon Mound. By the 1930 map, this road did not exist. This old ute does not presently exist.

e highway system proposed”. , 1942, extended 1950s): from Weber City east to Claud (north of

eber City to House.

935, 1934 gravel” and “graded” sections, and part of the “secondary state routes”.

M 90 (1923): Tierra Amarilla northwest to Lumberton and the Colorado border. This route as gone by the 1930 map. This may still exist as parts of US 84/64, but it appears that the

osed”.

“oil or concrete” and “gramaps- “graded”, and part of the “secondary state routes”. NM 87 (1923): Porvenir north to Gascon. By the 1930 map, this road did not exist. No route is presently in this location. Road condition history: 1923 map- “unimproved”, NM 87 (1930, 1931, exteNorton and ending east of Tucumcari. On the 1934 and 1935 labeled NM 87, beginning south of Melrose to Floyd, and east to Portales. By the 1939 map, this Floyd to Portales section had become part of NM 88. Road condition history: 1935 map- the route was “graded”, and a “secondary routes” road; 1934 m“third class routes” road; local inquiry”. N1map, this road was totally realigned, to head due north of Melrose, and angle towards Ragland. By the 1934 map, the north end was realigned to remove the sharp angle towards Ragland. By the 1939 map, the route was extended north and south to cover the realigned old NM 87 (north through Norton and on to Tucumcari, south from Melrose to Portales). By the 1950s map, the route was extended east from Portales to Arch and the Texas border. Road condition history: 1950s map- this route is entirely “paved”, and is an “other highway”; 194“oil or concrete” and “graof “oil and concrete”, “gravel”, and “graded” sections, and part of the “secondary state routes”; 1935, 1934 map- “graded” and “gravel” sections, and was a “secondary routes” road; 1931 map- “graded”, “Third Class-For conditions, make local inquiry”; 1930 map- “graded” and “unimproved”, “Third Class-For conditions, make local inquiry” route; 1923 map- “unimproved”,“state highway system proposed”. NroRoad condition history: 1923 map- “unimproved”, “statNM 89 (1934, 1935, 1939Clovis). By the 1950s map, the route was extended west of WRoad condition history: 1950s map- this route is entirely “paved”, and is an “other highway”; 1942, 1939, 1maps- a combination of “ Nwalignments are now very different from the old route. Road condition history: 1923 map- “unimproved”, “state highway system prop

154

NM 90 (present): from Lordsburg northeast to Silver City. Formerly NM 42 (1912-1923, with 935 maps; NM 180 on 1935, 1939,

a Rosa south to Yeso. By the 1930 map, this road did not exist. Presently, is route appears to be a different alignment, but may be the portion of present NM 91 south of

posed”.

M 92 (1930, 1931, 1934, 1935, 1939, 1942): Elida (south of Clovis) east to Dora and on to the exas border. This route is realigned slightly near the Texas border and renumbered by the 1950s

939, 1935 maps- “secondary state routes”; 1934 map-“graded”, “third class routes” road;

M 93 (1923): Las Vegas east to Mosquero. By the 1930 map, this had become part of NM 65. ossibly present day NM 104 and NM 419, or County Road C53A and C53D (San Miguel

- “unimproved”, “state highway system proposed”. ges 1950s): Endee south to link with NM 18, east of Grady. By the

ale, on NM 156.

2 map- a nd “graded” sections, and part of the “secondary state routes”; 1939

M 94(1923): Pasamonte northeast to Mt. Dora (Clayton area). This route is not on the 1930 ap. At present, the original route may be County Roads A7 and A34 (Union County).

M 95 (1923): Sapello northwest (south of Mora). This road was gone by the 1930 map. Parts f NM 94 may still be this old route.

way system proposed”. nded 1939, 1942, 1950s): Regina northwest to Lindrith. Extended by

ther highway”; 1942 map- a and “unimproved” sections, and part of the “secondary state routes”;

; 1935,

some alignment changes; designated US 180 on 1931, 1934, 11942, 1950s maps). NM 91 (1923): SantthSanta Rosa. The older route to Yeso does not exist. Road condition history: 1923 map- “unimproved”, “state highway system pro NTmap, to become NM 116. What is left of this alignment may be NM 114. Road condition history: 1942 map- the route was “gravel”, and part of the “secondary state routes”; 1“graded”, and part of the 1931, 1930 maps- “graded”, “Third Class-For conditions, make local inquiry”. NPCounty). Road condition history: 1923 mapNM 93 (1939, 1942, chan1950s map, this route extends from Endee due south to RosedRoad condition history: 1950s map- this route is entirely “unimproved”, and is an “other highway”; 194combination of “gravel” amap- “graded”, and part of the “secondary state routes”. NmRoad condition history: 1923 map- “surfaced” (presumably oil surfaced), “state highway system”. NoRoad condition history: 1923 map- “unimproved”, “state highNM 95 (1934, 1935, extethe 1939 map to end at Parkview, north of Tierra Amarilla. Road condition history: 1950s map, this route is entirely “unimproved”, and is an “ocombination of “graded” 1939 map- “graded”, and both part of the “secondary state routes” and “third class routes”1934 maps- a “graded”, “third class routes” road.

155

NM 96 (1923, extended 1930, changed 1931, 1934, 1935, 1939, 1942, 1950s): Haynes east to

egina, Gallina, Coyote, Youngsville, and ending at Abiquiu. By the 1930 map, the route etween Haynes and Gallina was gone, and the road dropped south connecting Gallina to Cuba.

d

; 1939 map- a and “unimproved” sections, and part of the “secondary state routes”;

Class-nd Class-

”

ar the Arizona border. By the 1930 ap, this route does not exist, and does not appear to exist today. oad condition history:

own on the 1930 map. Presently, is route may be NM 408. oad condition history:

scuro. Not shown on the 1930 ap. At present, this route consists of roads owned and on the White Sands Missile Range, not

pen to the public.

t shown on the 1930 map. resently, this route appears to be NM 42. oad condition history:

anjilon southeast to El Rito and ending at La Madera. ute had been realigned to extend from El Rito north to Vallecitos, and

” of the “secondary state routes”; 1939 map- a combination of

d” sections, and part of the “secondary state routes”.

RbBy the 1931 map, the route begins at Cuba and heads north and east to Regina, Gallina, Abiquiu,and then heads north to El Rito (formerly part of old NM 74). The eastern portion of this olroute probably still exists as present NM 96, from Gallina east to US 84. Also, the 1930 map shows another separate segment added on from Canjilon, east to Taos Junction and Taos. The only portion of this Canjilon-Taos route that may still exist is NM 567. Road condition history: 1950s map- this route has “paved”, “gravel” and “unimproved” sections, and is an “other highway”; 1942 map- “graded”, and part of the “secondary state routes”combination of “graded” 1935, 1934 maps- “graded”, and a “secondary routes” road; 1931 map- “graded”, “SecondAll year roads, except after severe storms”; 1930 map- “unimproved”, and both a “SecoAll year roads, except after severe storms” and “Third Class-For conditions, make local inquiryroute; 1923 map- “surfaced” (presumably oil surfaced) and “unimproved” sections, “state highway system” and “state highway system proposed”. NM 97 (1923): Zuñi Pueblo southwest to old NM 54, nemR1923 map- “unimproved”, “state highway system proposed”. NM 98 (1923): Escondida north to Victor. This road is not shthR1923 map- “unimproved”, “state highway system proposed”. NM 99 (1923): Engle northeast to Murray, and southeast to OmoRoad condition history: 1923 map- “unimproved”, “state highway system proposed”. NM 100 (1923): Willard southeast to Corona. This road is noPR1923 map- “unimproved”, “state highway system proposed”. NM 100 (1939, 1942, realigned 1950s): CBy the 1950s map, this rothen possibly west to Canjilon. Road condition history: 1950s map- this route is “gravel”, and an “other highway”; 1942 map- a combination of “graveland “graded” sections, and part “graded” and “unimprove

156

NM 101 (1923): Pojoaque west to San Ildefonso. This route became NM 4 by the 1930 mapand continued with that designation through the 1931, 1934, 1935 maps. This i

, s presently NM

4. oad condition history:

rthwest to Gallegos. This became NM 39 by the 1930 map. This old

oad condition history: 923 map- “graded” and “unimproved”, “federal highway system”.

osa east and then north to Cuervo. This route was gone by the 1930

oad condition history: 923 map- “surfaced” (presumably oil surfaced) and “unimproved”, “federal highway system”.

of Newkirk) west to link with NM 65, south of

” sections, and is an “other highway”; 1942

y state routes”.

is probably the Interstate 10 route. Formerly NM 4, from Lordsburg to teins (1912, 1917 maps). oad condition history:

hwest to Verdin and the Arizona border. This may have become ew NM 82 looped

p that way). At present, this is closest to US 70, which appears to be a very different alignment outh of the old one).

ise north to Alamogordo. This route is gone by the 1930 map. At

oad condition history: 923 map- “unimproved”, “state highway system proposed”.

t

”; 1942 map- “graded”, and part of the “secondary state routes”; 1939, 1935, 1934 maps- a “third class routes” road.

8R1923 map- “unimproved”, “state highway system proposed”. NM 102 (1923): Logan noroute may now be a portion of present NM 39. R1 NM 104 (1923): Santa Rmap. This route may be present day NM 156. R1NM 104 , c. 1937-1938: unknown location on map. NM 104 (1939, 1942, 1950s): Gate City (northTrujillo. Road condition history: 1950s map- this route has “paved” and “unimprovedmap- “unimproved”, and a “third class state routes” road; 1939 map- “graded”, and part of the “secondar NM 105 (1923): from Lordsburg to Steins and the Arizona border. This is designated part of US 80 by the 1930 map. ThisSR1923 map- “surfaced” (presumably oil surfaced), “federal highway system”. NM 106 (1923): Lordsburg nortpart of US 180 by the 1930 map, although this route did not go to Virden (a nu(sRoad condition history: 1923 map- “unimproved”, “federal highway system”. NM 107 (1923): Turquopresent, this route does not exist. R1NM 107 (1935, 1939, 1942, 1950s): Magdalena south to a point at the north end of ElephanButte, on US 85. Road condition history: 1950s map- this route is all “gravel” and is an “other highway

157

NM 108 (1923): Scholle west to old NM 9. By the 1930 map, this road was removed, and

as part of US 70. Presently, this route may be part of US 60.

not exist, but may be part of NM 55.

923 map- “unimproved”, “state highway system proposed”.

nding at Picacho. Most of this 0 map, but the portion from Cloudcroft to Elk may have become NM

nd Elk, and County Road E-30 incoln and Chaves counties), up to Picacho.

oad condition history:

t

“paved” and “unimproved” sections, and is an “other highway”; 1942, .

2, extended 1950s): Tres Piedras to Arroyo Hondo. By the 1950s

oad condition history: 950s map- this route is “unimproved” and is an “other highway”; 1942 map- “unimproved”, and

,

nimproved” sections, and is an “other highway”; 942, 1939 maps- a combination of “unimproved”, “gravel”, and “graded” sections, and part of e “secondary state routes”.

der.

s entirely “paved” and an “other highway”.

iption Rock. On the 1942 map, this starts at Quemado and heads e northern section of

e route was gone, and only extended from Quemado north to NM 36.

possibly used or realignedRoad condition history: 1923 map- “unimproved”, “federal highway system”. NM 109 (1923): Coyote north to Willard. By the 1930 map, this became part of NM 41. Presently, this route does Road condition history: 1 NM 110 (1923): Cloudcroft east to Mayhill, northeast to Elk, eroute was gone by the 19383. Presently, this may be part of US 82 between Cloudcroft a(LR1923 map- “unimproved”, “state highway system proposed”. NM 110 (1939, 1942, realigned 1950s): Tres Piedras west and south to Vallecitos and ending aEl Rito. By the 1950s map, this route extended from El Rito northwest to NM 100. Road condition history: 1950s map- this route has1939 maps- “graded”, and part of the “secondary state routes” NM 111 (1935, 1939, 194map, this route was extended west of Tres Piedras to Vallecitos, and possibly south to La Madera and a point north of Ojo Caliente on US 285. R1part of the “secondary state routes”; 1939, 1935 maps- a combination of “gravel” and “graded”and part of the “secondary state routes”. NM 112 (1939, 1942, 1950s): Regina northeast to Tierra Amarilla. Road condition history: 1950s map- this route has “paved” and “u1th NM 116 (1950s): Elida east to Dora and then southeast to Causey, Lingo, and the Texas borRoad condition history: On the 1950s map, this route i NM 117 (1939, realigned 1942, changed 1950s): Pietown north to Trechado, and ending between Ramah and Inscrnortheast to Trechado, and ends at Inscription Rock. By the 1950s map, thth

158

Road condition history:

nd

Grenville. On the 1935 map, e portion between Roy and points north was realigned to a more angular alignment. By the

950s, the route did not extend to Black Lake, but began at Ocate to points east and north.

4.

map- “graded”, and part of the secondary state routes”; 1939 map- a combination of “graded” and “unimproved” sections, and art of the “secondary state routes”.

939 map- the route was “graded”, and part of the “secondary state routes”.

to the Texas border.

rth to Conchas Dam.

“other highway”; 1942, 1939 aps- “gravel”, and part of the “secondary state routes”.

0s): Hobbs north to NM 34.

”; 1942 map- “oil or concrete”, and art of the “secondary state routes”; 1939 map- “gravel”, and part of the “secondary state routes”

1950s map- this route “unimproved” and an “other highway”; 1942 map- “unimproved”, and both part of the “secondary state routes” and “third class routes”; 1939 map- “graded”, aboth part of the “secondary state routes” and “third class routes”. NM 120 (1934, slightly realigned 1935, 1939, 1942, shortened 1950s): what was NM 62(1930, 1931), between Black Lake, Ocate, Wagon Mound, Roy, and a point east of Gladstone, was renumbered NM 120 by the 1934 map, and extended north to th1Road condition history: 1950s map- this route has “paved”, “gravel”, and “unimproved” sections, and is an “other highway”; 1942 map- a combination of “gravel” and “graded” sections, and part of the “secondary state routes”; 1939, 1935, 1934 maps- a combination of “gravel” and “graded” sections, and both part of the “secondary state routes” and “third class routes”. NM 125 (1950s): from a point east of Tatum northeast to the Texas border. Road condition history: On the 1950s map, this route is “paved” and an “other highway”. NM 126 (1939, 1942, 1950s): Cuba east to Senorita. This was part of old NMRoad condition history: 1950s map- this route is “gravel” and is an “other highway”; 1942“p NM 127 (1939): Quemado west to Salt Lake and the Arizona border. This became part of NM 32 by the 1942 map. Road condition history: 1 NM 128 (1950s): JalRoad condition history: On the 1950s map, this route is “paved” and an “other highway”. NM 129 (1939, 1942, 1950s): Newkirk noRoad condition history: 1950s map, this route has “paved” and “gravel” sections, and is anm NM 132 (1939, 1942, 195Road condition history: 1950s map- this route is “paved” and is an “other highwayp

159

NM 142 (1939, 1942, 1950s): Cuchillo northwest to Goebels.

graded”, and both part of the “secondary state routes” and “third class state routes”; 1939 map- graded”, and both part of the “secondary state routes” and “third class routes”.

950s map- this route has “paved”, “gravel”, and “unimproved” sections, and is both a through highway” and an “other highway”; 1942, 1939 maps- a combination of “gravel” and

am) was

n the 1942 map, this route is a “graded”, “secondary state routes” road.

NM 44).

ay”.

part of NM 53 by the 1942

939 map- a “third class routes” road.

76 (1950s): US 62/180 east of Carlsbad east to Lea, Eunice, and the Texas border.

”, and an “other highway”.

the

Road condition history: 1950s map- this route has “paved” and “gravel” sections, and is an “other highway”; 1942 map- ““ NM 156 (1939, 1942, extended 1950s): Santa Rosa east to Ragland ending at Broadview. By the 1950s map, the route is extended to the Texas border. Road condition history: 1““graded” sections, and part of the “secondary state routes”. NM 161 (1942): what was formerly NM 16 (Claunch west, and then southwest to Binghdesignated NM 161. this became part of NM 41 by the 1950s map. Road condition history: O NM 171 (1950s): east of Mosquero on NM 65, north to Bueyeros. Road condition history: On the 1950s map, this route is “unimproved”, and an “other highway”. NM 172 (1950s): Maljamar north to west of Caprock. Road condition history: On the 1950s map, this route is “paved”, and an “other highway”. NM 173 (1950s): Aztec to Blanco (formerly part of oldRoad condition history: On the 1950s map, this route is “unimproved”, and an “other highw NM 174 (1939): Grants to San Raphael and Paxton. This becamemap. Road condition history: 1 NM 1Road condition history: On the 1950s map, this route is “paved NM 179 (1939, 1942): Corona east to Lon and ending at US 285. This became NM 42 by1950s map.

160

Road condition history: On the 1942, 1939 maps, this route is a “graded”, “secondary state routes” road.

39, extended 1942, changed 1950s): US 85 west to Hillsboro, Santa Rita, Silver ordsburg. This was formerly a part of US 180. On the 1942 map, NM

the 1950s map, e portion south of Lordsburg is gone (Animas and south becomes NM 338). oad condition history:

a

f

939 map- a “third class routes” road.

averhead east to NM 52. This becomes NM 59 on the 1950s map.

econdary state routes”; 1939 map- a “third class routes” ad.

eaverhead south to NM 187. This becomes part of NM 61 on the 1950s

ondition history: 942 map- the route was a “graded”, “secondary state routes”; 1939 map- a “third class routes” ad.

ilver City north and then southeast to San Lorenzo. This became NM

ondition history: 942, 1939 maps- the route was “graded”, and part of the “secondary state routes”.

est to Miami and ending at NM 21.

ination of gravel” and “graded” sections, and part of the “secondary state routes”.

east to Rogers and the Texas border.

NM 180 (19City, then southwest to L180 was extended south from Lordsburg to Animas and ended at Cloverdale. BythR1950s map- this route has “paved” and “gravel” sections, and a “through highway”; 1942 map-combination of “oil or concrete” and “gravel” sections, and both part of the “primary state and federal system routes” and “secondary state routes”; 1939 map- a combination of “gravel” and “graded” sections, and part of the “primary state and federal routes”. NM 184 (1939): from a point east of Mogollon, east to Beaverhead. This was designated part oNM 78 by the 1942 map. Road condition history: 1 NM 185 (1939, 1942): BeRoad condition history: 1942 map- the route was a “graded”, “sro NM 186 (1939, 1942): Bmap. Road c1ro NM 187 (1939, 1942): S25 and part of NM 61 by the 1950s map. Road c1 NM 199 (1939, 1942, 1950s): Springer wRoad condition history: 1950s map- this route is “paved”, and an “other highway”; 1942, 1939 maps- a comb“ NM 235 (1950s): NM 18Road condition history: On the 1950s map, this route is “paved”, and an “other highway”.

161

NM 252 (1950s): Taiban north and east to House. Road condition history: On the 1950s map, this route is “paved”, and an “other highway”.

Figure 128: NM 273 late 1940s (Dwyre 1949-1950:28)

NM 325 (1950s): Kenton, Oklahoma west to Valley, Folsom, and ending at Capulin. This was formerly a part of US 64. Road condition history: On the 1950s map, this r

rth to NM 88, west of Floyd.

g at NM 79. This was a portion of NM

n the 1950s map, this route has “paved”, “gravel”, and “unimproved” sections, and an “other ighway”.

southeast to NM 31.

s map, this route is “paved”, and an “other highway”.

d NM 48.

ns, and an “other highway”.

oute is “unimproved”, and an “other highway”. NM 330 (1950s): Elida noRoad condition history: On the 1950s map, this route is “paved”, and an “other highway”. NM 337 (1950s): Lovington northeast to Plains, Texas. Road condition history: On the 1950s map, this route is “paved”, and an “other highway”. NM 338 (1950s): Road Forks south to Animas, and endin180 on the 1942 map. Road condition history: Oh NM 360 (1950s): ArtesiaRoad condition history: On the 1950 NM 368 (1950s): Tinnie north to Pine Lodge anRoad condition history: On the 1950s map, this route has “gravel” and “unimproved” sectio

162

NM 370 (1950s): Clayton north to Valley.

ute is “unimproved” and an “other highway”.

ater vicinity.

est of Tatum on US 380.

onroy 937-1938): Works Progress dministration Projects 1937-1938- onstruction of Highway District Offices in oswell and Deming.

nnumbered routes:

930, 1931, 1934, 1935, 1939, 1942 maps: short road off of NM 18/US 62 to Carlsbad Caverns. the 1950s map, from White’s (now

NM 7).

931, 1934, 1935 maps: just north of Tierra Amarilla west to El Vado. By the 1939 map, this is

34, 1935, 1939, 1942, 1950s maps: Lumberton north to Colorado border. There is no ad in this area at present.

Lordsburg south to Animas and ending at Cloverdale. Becomes NM 80 by the 1942 map, but is non-existent on the 1950s map. Presently, from Animas to

Road condition history: On the 1950s map, this ro NM 412 (1950s): US 66 south, in the BluewRoad condition history: On the 1950s map, this route is “unimproved” and an “other highway”. NM 457 (1950s): west of Lovington on NM 83 north to wRoad condition history: On the 1950s map, this route is “paved” and an “other highway”. NM 478 (1950s): from NM 28 east to US 80/85. Road condition history: On the 1950s map, this route is “paved” and an “other highway”. Miscellaneous Projects: C (1ACR

Figure 129: The Roswell Highway District Office, late 1940s (Dwyre 1947-1948:28)

U 1Labelled NM 7 on City in to Carlsbad Caverns National Park

1NM 112, as it is today. 1931, 19ro 1934, 1935, 1939 maps:1Cloverdale, this is County Road C1 (Hidalgo County).

163

1934 map: Mogollon to Beaverhead (may be NM 78), Santa Rita to Beaverhead and ending at another unnumbered road (perhaps NM 61 extended), and a point south of San Antonio on Ucurving northwest to Magdalena.

S 85

1, and NM 169.

939, 1950s map: south of Shiprock on US 666

939, 1942, 1950s maps: Nava, on US 666, to

939, 1942 maps: Colfax northwest to Dawson (now

939, 1942, 1950s maps: west of Hondo on US 380

939, 1942, 1950s maps: Milnesand east to

939, 1942, 1950s maps: Santa Fe to Hyde State

1942, 1950s maps: Shiprock west to Beclabito (now

Figure 130: Santa Fe to Hyde State Park road ? (Macy 1933-1934:72)

1942, 1950s maps: Sheep Springs west to Crystal

rron to the Boy Scout Camp (now NM 204?).

1935 map: from the intersection of NM 6 and US 66 east of Laguna, south to Fields, and endingat Magdalena. This becomes NM 52 by the 1939 map. Presently, this may be Laguna Pueblo Road 55, Socorro County road E-3 1939, 1942 maps: Shiprock west to Lukachuki, Arizona (possibly Navajo Nation Road 13). 1southwest to Redrock, Arizona (no present road). 1Toadlena (now Navajo Nation Road 19). 1Colfax County road B-50). 1northwest to Ft. Stanton and ending east of Capitan (no present road). 1939, 1942, 1950s maps: Mayhill south to NM 24 (possibly Lincoln National Forest road 212). 1 Texas (now NM 262?). 1Park.

1US 64).

(now NM 134). 1942, 1950s maps: US 666 to Tohatchi (now Navajo Nation Road 31). 1942 map: Cima

164

Appendix F: historic road research

example

165

166

NMDOT Project Number AC-GRIP-084-2(7)35, CN G3004 from Dilia north to south of Romeroville (MP 78 to 89) Past History of US 84 and Assessment of Eligibility to the National Register of Historic Places Laurel Wallace NMDOT Cultural Resources Analyst 1. From past highway maps: US 84 appears to have the same alignment between Romeroville and Dilia as far back in history as 1930, and perhaps as far as 1917 (please see attached maps for reference). This section of US 84 was designated US 66 between 1926 and 1937, and designated NM 56 from 1917 to 1926. 2. From past Biennial and Annual Reports of the State Highway Engineer found at the NM State Library: 1916-1918: as NM 56, “maintained” (Report of State Highway Engineer and State Engineer of New Mexico, French 1916-1918:23). Reference to NM 56 as the “Ozark Trail”, and road “improved and necessary structures installed” (Report of State Highway Engineer and State Engineer of New Mexico, French 1916-1918:27). 1918-1920: as NM 56, 20 miles reconstructed and culverts added (Fourth Report of State Highway Engineer and State Engineer of New Mexico, Gillett 1918-1920:23). 1921-1922: as NM 56, “considerable maintenance” on hill north of Dilia, reconstructing culverts, removing a “great deal” of loose rock and grass and brush, grading of entire road, and gravel surfacing (Report of the State Highway Engineer of New Mexico, Gillett 1921-1922:28, 31, 56, 96). 1941-1942: as US 84, Project SAP 21 A and B “Base Surf. and Double Pen.” (Biennial Report of the State Highway Engineer of the State of New Mexico, Dwyre 1941-1942:47). 1951-1952: as US 84, Project SP-FAS-612B, “widening shoulders” from Dilia north to US 85 (Biennial Report of the Chief Highway Engineer of the State of New Mexico, Erwin 1951-1952:139). 1955-1956: as US 84, Project SP-F-040-1(600), “sealing” from Romeroville to Dilia (Biennial Report of the Chief Highway Engineer of the State of New Mexico, Wilson 1955-1956:108). 1957-1958: as US 84, “State Forces Work”, “Full-width chip seal” from Dilia north to US 85 (Biennial Report of the Chief Highway Engineer, Wilson 1957-1958:138). 1968: as US 84, Project F-041-1(3), “Gd., Dr., B., & Asph. Conc. Surf.” [grade and drain, bituminous asphalt and concrete surfacing], from Romeroville south 12 miles (Annual Report of the State Highway Engineer, Boles 1968:64).

167

1969: as US 84, “Overlay by State Forces”, Hot-mix overlay, at 9 miles south of Romeroville (Annual Report of the State Highway Engineer, Boles 1969:89). 1970: as US 84, Project F-041-1(4), “Revegetation”, from Romeroville south 12 miles (Annual Report of the State Highway Engineer, Boles 1970:79, 85). 3. Past Plan and Profile Sheets on file at NMDOT Records Control: SAP-553 B plan and profile sheets from 1939: between just south of Romeroville, south for 13.306 miles. Major realignments to road, drainage structures replaced, and large curved drainage ditches added to both sides of road. SAP-553(2) and 612 (2) typical section sheet from 1939: typical road section described as variable from 26 ft width to 30 ft width for base course, but a 22 ft width for road surface (two driving lanes of 11 ft widths with no shoulders). FAGS-21 A(1) plan and profile sheets and a bridge detail from 1940: Romeroville and slightly south; total project under a mile in length. Change in road alignment, creation of Overpass Structure [over AT & SF Railroad], and building contour drainage ditches. F-041-1(3) plan and profile sheets from 1968: four Concrete Box Culverts extended (widened), for general road improvements (widening, new surface, upgraded drainage). 4. The present look of the highway: A windshield survey of the proposed project area was conducted by Laurel Wallace on May 10, 2004. The entire stretch of US 84 from milepost 78 to 89 is a modern highway with 11 to 12 ft lanes and shoulders from 5 to 8 ft in width. From milepost 78 in Dilia (north end of Dilia) to milepost 87, somewhat older pavement is present, with paved but narrower shoulders of about 5 ft in width. From milepost 87 to Romeroville, the road is very new, and has 8 ft paved shoulders. Historic buildings were noted in several locations, although all were located well outside of the highway right-of-way. Dilia (MP 78) has a few older commercial buildings that may have been associated with this highway during use as US 66. The two structures noted as potentially associated with US 66 are built in the New Mexico Vernacular style, and appear to be abandoned small stores. No gas stations or travel-related architecture was noted anywhere between Dilia and Romeroville. North of the proposed project area, the village of Los Montoyas (MP 96) has a few older stone walled structures that are mostly abandoned, and perhaps date as old as the 1900s or even earlier. At milepost 92 to 93 is an unnamed community that has several older, stone-walled structures, very similar to the buildings in Los Montoyas. All of these buildings are set back at least 50 ft from the present highway right-of-way fenceline.

168

Two historic concrete box culverts are located within the proposed project area. Structure 3241 is located at milepost 87.8, and was built in 1940. The structure is 33.1 ft long, and has not been reconstructed. Structure 3242 is located at milepost 86.6, and was built in 1939. The structure is 32.2 ft long, and has not been reconstructed. Both of these structures are recommended as not eligible to the National Register of Historic Places, since they do not represent a significant architectural style or a style representative of their historical period, and since they were not built as part of an important historical event, such as the New Deal funded road projects. Both structures have had guardrail added, and the road prism itself has been widened from the original 28 ft width in 1940, to the present 36.3 ft width of today. 5. Recent road improvements to US 84: A query to the SHDB database has indicated two more recent road improvement projects along US 84 in the project location: In 1999: from MP 71 to 80, Control Number 2872 In 1987: from MP 79-93, Control Number 1724 This database does not specify what kind of construction was completed, but does support the windshield survey findings of recent road improvements to US 84. 6. Assessment: Most of what is retained from the US 66 era use of this route (1926-1937), is the general look of the topography through this location. None of this will be changed with the proposed project. The highway has been realigned horizontally and vertically, as seen in the existing Plan and Profiles from past projects. The present highway has a modern width of 11 to 12 ft lanes, with 5 to 8 ft paved shoulders. Contrasted to the 1930s standard of 10 ft lanes and 4 ft shoulders, or the evidence of the Typical Section provided in a project just south of Romeroville with a 22 ft wide road with no shoulders, the present road does not retain the physical characteristics of historic US 66, nor of its previous life as NM 56 c. 1917 to 1926. Present US 84 in this location does not retain physical historic road characteristics, nor a significant amount of associated historic roadside architecture during its period of use as US 66. A few historic buildings pre-dating the road usage as US 66 are present, north of the proposed project area. Stone-walled structures found in the Los Montoyas area appear to date to the early 1900s or even earlier. These buildings may pre-date the general road alignment itself, and therefore are not associated with the road from any period of significance. The first recorded delineation of a road in this area is on the 1917 official highway map, as NM 56. Roads from this period were typically much narrower than roads of today: lane width was 4.5 ft with 3 ft tapers (referenced from a typical section dated 1919), and there usually were no shoulders. Although associated architecture from the late Territorial period to early Statehood Period is still present, present US 84 does not retain any characteristics of the 1917 road prism.

169

Present US 84 between Dilia and Romeroville is recommended as not eligible to the National Register of Historic Places. The road prism has been changed horizontally and vertically, and is presently a modern highway. The historic buildings noted north of the proposed project area [Los Montoyas area] appear to pre-date the road alignment. The possible historic buildings in Dilia that may be associated with the US 66 era from 1926 to 1937 use of the road, have non-distinctive architectural or historical styles that do not clearly associate with the use of the road as US 66, thereby not supporting eligibility to the NRHP for this period of significance as well. In an independent study from this report, a recent reassessment of the entire old US 66 corridor through New Mexico did not find any of the present US 84 section between Santa Rosa and Romeroville to be eligible to the National Register of Historic Places (Kammer 2003:19). References: Boles, L.G. 1968 Annual Report of the State Highway Engineer. New Mexico State Highway

Department, Santa Fe, New Mexico. 1969 Annual Report of the State Highway Engineer. New Mexico State Highway

Department, Santa Fe, New Mexico. 1970 Annual Report of the State Highway Engineer. New Mexico State Highway

Department, Santa Fe, New Mexico. Dwyre, Burton G. 1941-1942 Biennial Report of the State Highway Engineer of the State of New

Mexico. New Mexico State Highway Department, Santa Fe, New Mexico.

Erwin, C.O. 1951-1952 Biennial Report of the Chief Highway Engineer of the State of New

Mexico. New Mexico State Highway Department, Santa Fe, New Mexico.

French, James A. 1916-1918 Report of State Highway Engineer and State Engineer of New Mexico.

New Mexico State Highway Department, Santa Fe, New Mexico. Gillett, Leslie A. 1918-1920 Fourth Report of State Highway Engineer and State Engineer of New

Mexico. New Mexico State Highway Department, Santa Fe, New Mexico.

1921-1922 Report of the State Highway Engineer of New Mexico. New Mexico State Highway Department, Santa Fe, New Mexico.

170

Kammer, David 2003 Route 66 Through New Mexico: Re-survey Report. Manuscript on file at the

New Mexico Historic Preservation Division, Santa Fe, NM. Wilson, L.D. 1955-1956 Biennial Report of the Chief Highway Engineer of the State of New

Mexico. New Mexico State Highway Department, Santa Fe, New Mexico.

1957-1958 Biennial Report of the Chief Highway Engineer. New Mexico State Highway Department, Santa Fe, New Mexico.

171

NMDOT Project Number AC-GRIP-084-2(7)35, CN G3004 Past Official Highway Maps of Project Area, showing alignment changes

2000 1950s (pre-Interstate)

1942 1939

1935 1934

172

1931 1930

1923

1917

173

NMDOT Project Number AC-GRIP-084-2(7)35, CN G3004 US 84 improvements, MP 78-89 Structures located within the project area:

Concrete Box Culvert 3241 in 1940 Located at MP 87.8, 15.8 miles south of I-25 33.1 ft long Built 1940, not reconstructed

174

Concrete Box Culvert 3242 in 1987 or 1991

175

Concrete Box Culvert 3242 in 1940 Located at MP 86.6, 17.1 miles south of I-25 32.2 ft long Built in 1939, not reconstructed

176

Concrete Box Culvert 3242 in 1986 or 1990

177

178

Appendix g: Historic highway maps The following includes historic official highway maps, used in this analysis. The first map was taken from the First Report of the State Engineer of New Mexico (French 1912-1914). The other maps follow in chronological order, including examples from 1917, 1923, 1930, 1935, 1939, 1942, and the 1950s (pre-Interstate). Starting with the 1917 map, map originals can be found at the New Mexico State Records Center and Archives, located at 1205 Camino Carlos Rey in Santa Fe, New Mexico.

179

180

1914 Official New Mexico Road Map (from French 1912-1914)

181

1917 Official New MexicoRoad Map (Copy from New Mexico State Records and Archives, Santa Fe, NM)

182

1923 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

183

1930 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

184

1935 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

185

1939 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

186

1942 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

187

c.1956 Official New Mexico Road Map (Copy from New Mexico State Records Center and Archives, Santa Fe, NM)

188

References cited Conroy, G. F. 1935-1936 Biennial Report of the State Highway Engineer of the State of New Mexico.

Optic Publishing Company, Las Vegas, New Mexico. 1937-1938 Biennial Report of the State Highway Engineer of the State of New Mexico.

Smith-Hursh Printing Company, Las Vegas, New Mexico. Crichton, Kyle 1935 Lament for La Bajada. New Mexico Magazine 13(3):17, 38. Dixon, D.B. 1959 Annual Report of the Chief Highway Engineer. Santa Fe. Dwyre, Burton G. 1941-1942 Biennial Report of the State Highway Engineer of the State of New Mexico.

Albuquerque Printing House, New Mexico. 1945-1946 Biennial Report of the State Highway Engineer of the State of New Mexico.

Santa Fe, New Mexico. 1947-1948 Biennial Report of the State Highway Engineer of the State of New Mexico. Santa Fe, New Mexico. 1949-1950 Biennial Report of the State Highway Engineer of the State of New Mexico.

Santa Fe, New Mexico. Erwin, C.O. 1951-1952 Biennial Report of the Chief Highway Engineer of the State of New Mexico.

Santa Fe, New Mexico. French, James A. 1912-1914 First Report of the State Engineer of New Mexico. Santa Fe, New Mexico. 1914-1916 Second Report of the State Engineer of New Mexico. Santa Fe, New Mexico. 1916-1918 Report of the State Highway Engineer and State Engineer of New Mexico. Santa Fe, New Mexico. Gillett, L.A. 1918-1920 Fourth Report of the State Highway Engineer and the State Engineer of New Mexico. Santa Fe, New Mexico. 1921-1922 Report of the State Highway Engineer of New Mexico. State Record Print, Santa

Fe, New Mexico. GlobalSecurity.org 2004 National Defense Highway System. IN GlobalSecurity.com, at

“www.globalsecurity.org/military/facility/ndhs.htm”. Hordes, Stanley M., and Carol Joiner 1984 Historical Markers in New Mexico. Delgado Studios, Santa Fe, New Mexico. Kammer, David 2003 Route 66 Through New Mexico: Re-survey Report. Manuscript on file at the New

Mexico Historic Preservation Division, Santa Fe.

189

1993 Historic and Architectural Resources of Route 66 Through New Mexico. Manuscript On file at the New Mexico Historic Preservation Division, Santa Fe. Macy, G. D. 1933-1934 Biennial Report of the State Highway Engineer of the State of New Mexico.

Optic Publishing Company, Las Vegas, New Mexico. Marriott, Paul Daniel 1998 Saving Historic Roads: Design and Policy Guidelines. John Wiley and Sons, Inc., New

York. Mitchell, Rick, Daniel Harris, and John Murphey 1997 “Work Relief Road Corridors: Requirements for National Register Eligibility”.

Manuscript on file at the Texas Department of Transportation, Austin. National Register Bulletin 15, “How to Apply the National Register Criteria for Evaluation”. US Department of the Interior, National Park Service, National Register, History and Education. National Register Bulletin 16A, “How to Complete the National Register Registration Form”. US Department of the Interior, National Park Service, National Register, History and Education. New Mexico State Highway and Transportation Department Log Book form 1969. Manuscript on file at the NMDOT Environmental Section, Santa Fe. Rae, Steven R., Joseph E. King, and Donald R. Abbe 1987 New Mexico Historic Bridge Survey. New Mexico State Highway and Transportation

Department and the Federal Highway Administration, Santa Fe. Root, Lindsey F. 1952 Four Lane La Bajada Becomes State’s Most Modern Highway.

New Mexico Magazine 30 (10): 37. Rose, Jeffrey Lee 1992 The Camino Real: New Mexico’s Subregional Highway Development, 1903-1943.

Master’s Thesis, University of New Mexico, Albuquerque. Seligman, Arthur 1932 El Camino Real-The King’s Highway-A Story of a One-day Trip over New Mexico’s

Most Historical Route. New Mexico 10(10):6-12. Steinbeck, John 1939 The Grapes of Wrath. Viking Penguin Inc., New York. Sullivan, Vernon L. 1909-1910 Second Biennial Report of the Territorial Engineer to the Governor of New

Mexico. New Mexican Printing Company, Santa Fe. USNews.com 2004 National Interstate and Defense Highway Act (1956). IN USNews.com, at “www. Usnews.com/usnews/documents/document_theme.htm”.

190

Van Citters, Karen, Kristen Bisson, and Mary G. Ragins 2003 Historic Context and National Register Evaluation of New Mexico Department of

Transportation Bridges. NMDOT Technical Series 2003-1, Santa Fe. Weingroff, Richard F. 1996a From 1916 to 1939: The Federal-State Partnership at Work. IN FHWA website, at

‘www.fhwa.dot.gov/infrastructure/history.htm’. 1996b Federal Aid Highway Act of 1956: Creating the Interstate System. IN FHWA website, at

‘www.fhwa.dot.gov/infrastructure/history.htm’. 2004 President-Elect Dwight D. Eisenhower on Good Roads. IN FHWA website, at

‘www.fhwa.dot.gov/infrastructure/history.htm’. Wilson, L.D. 1957-1958 Biennial Report of the Chief Highway Engineer. Santa Fe.

191

192